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Volvo Camshaft
information
by
Anthony Hyde, Australia. October 2006, Updated Sept
2009
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Presented are pictures & comments
for the most talked about camshafts IPD, ENEM, Volvo VX3 when
used in 4 cyl Volvo 8V turbocharged engines.
* Plus a full list of
Volvo Cam Shim Sizes and part numbers
*
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IPD Turbo
camshaft
(close in spec to ENEM, Sweden)
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CLICK
lobe images to enlarge
VOLVO VX3
camshaft
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By comparison super
long duration Volvo T5 GpA racing cam revs 4,000 to
7,500 rpm
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Quote from a friend with a B230F normally aspirated
engine
"What others say is
absolutely true - the 'M' is a real lame horse.
The 'A' is nice in low to medium ranges but goes dead very
quickly at the top.
The VX3 is so much nicer in all
ranges."
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IPD vs VX3 COMPARISON - Comments by Anthony
Hyde
Cams were installed in a B230FT turbo
engine featuring a Haltech engine computer for programable fuel and
ignition curves. Ignition is CDI (capacitor discharge
ignition).
The
IPD Turbo
cam (close to ENEM grind)
really surprised me - it has a superb top end. From around
5,000 rpm it REVS OUT very rapidly to over 6,000 rpm - so
quick on occassion I wasn't ready to change gear !
Being quicker thru the gears is a combination of turbo boost and
landing higher in the rev range between gears.
Another example of quicker rev-out was an uphill section of racetrack
where I now change up a gear many metres before I normally would with
the VX3. This cam will show your turbo engines potential !
A question is : 'it has great performance on the top end , but
considering its steep lobes does it idle ?' - it idles very well
indeed, no issue there. Low end - again I was surprised, the
engine is very happy to run along on light load at 1,500 rpm, also
2,000 as well.
The ipd Turbo cam will raise
engine output as it produces power all the way to 6,000+ rpm and will
get you there quicker than the rest, it revs out fast and doesn't die
at 5,000 rpm but continues to pull further, fast.
11.95 mm intake & exhaust lift. Link to dyno
chart with this cam in a
B230FT.
The VX3 cam is my favourite 'Volvo' manufactured cam.
It also works well in a turbo engine and having used and tuned it for
3 years in a B230FT, I know it well. This cam is featured in an old
Volvo competition catalogue (the 'BLUE
book'
being mated to the 531 head and B230FB engine), but is not a
'competition' cam. Most agree its soft down low, but has a very
sweet and flexible mid range. It pulls about 500 rpm further than
other 'Volvo" cams to around 5,600 rpm and will continue to rev to
6,300 rpm, but the last 700 rpm step is slow (can depend on valve
spring condition).
In a non-turbo engine, its not as exciting, better known for
smooth performance and being a quantum leap over a standard 'M' cam.
The 'H' (12 mm lift) really revs in a normally aspirated engine (not
suitable for a turbo), but check ipd or ENEM offerings.
VX3 Spec - 11.37mm intake
lift, 10.5mm exhaust lift, Intake opens at 7.7deg BTDC, has some
overlap and opens the valves between 1.5 and 2 mm wider. Exhaust
Opens 50.1 deg BBTC. VX3 cam has assymetric lobes, unlike the "K"
cam. has some overlap and opens the valves between 1.5 and 2 mm
wider. Tim Tak.
Overhead Cam Adjusting Shims - Volvo Engine B21, B23, B230 -
available from Volvo dealers or FCP
Groton, USA
Volvo No. e.g. #463546
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463546 = 0.130"/3.30
mm
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463559 = 0.156"/3.95
mm
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463547 = 0.132"/3.35
mm
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463560 = 0.158"/4.00
mm
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463548 = 0.314"/3.40
mm
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463561 = 0.159"/4.05
mm
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463549 = 0.136"/3.45
mm
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463562 = 0.161"/4.10
mm
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463550 = 0.138"/3.50
mm
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463563 = 0.163"/4.15
mm
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463551 = 0.140"/3.55
mm
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463564 = 0.165"/4.20
mm
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463552 = 0.142"/3.60
mm
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463565 = 0.167"/4.25
mm
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463553 = 0.144"/3.65
mm
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463566 = 0.169"/4.30
mm
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463554 = 0.146"/3.70
mm
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463567 = 0.171"/4.35
mm
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463555 = 0.148"/3.75
mm
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463568 = 0.173"/4.40
mm
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463556 = 0.150"/3.80
mm
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463569 = 0.175"/4.45
mm
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463557 = 0.152"/3.85
mm
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463570 = 0.177"/4.50
mm
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463558 = 0.154"/3.90
mm
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NEW Cams - lobes are coated with manganese phosphate and
will quickly wear off in loaded areas such as the nose to give a
shiny surface. The phosphate will be collected by the oil and trapped
in the oil filter element or screen. If you see black lines or spots
on the journals, these can be a result of the manufacturer not fully
covering up the journals before applying the coating. Remove these
raised spots with scotchbrite or very fine emery paper.
Running in - Instructions
usualy advise: Do not idle the engine during the first 20 minutes of
operation: run at 2500 rpm or above. If adjustments need to be made
during the first 20 minutes 'break in' period, turn the engine off
- DO NOT IDLE. Hint - place an object at near rear of exhaust
pipe to baffle the exh sound so you don't annoy the neighbours
less.
Feedback: ENEM V15
Tulsi writes: I have the na (normally aspirated, non turbo)
version of the ENEM V15 camshaft in an otherwise stock B230F. I have
done several trips interstate to Sydney (Australia) with this cam and
even in an auto it transforms it into a totally different motor. In
spots where the car previously dropped out of overdrive it now just
carries on. I actually accelerate on hills where I previously ran out
of puff, it pulls strongly in mid to high revs and I should have
swapped out the M cam long ago. I am very happy with it.
But there is a downside - unlike the M cam, the V15 cam does I found
require careful valve shim adjustment (plus fine adjustment after a
few months) and does not seem to hold its spec for ever. I do not yet
have clicking tappets on idle but on off-idle revs I hear more
valvetrain noise. Normal for this cam I understand.
The Camshaft ID is at the rear of camshaft (at rear of engine
). With valve cover off its possible to position an inspection mirror
at the rear and see the markings.
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