Old Library

Ken Weidmann Jr
&#71;LXTASY&#64;Juno<img src=/i/dc.gif border=0 width=35 height=15>
Checkered Flag Automotive Components
95 Black Jetta GLX M3 wannabe
85 Show Scirocco
--------- Begin forwarded message ----------
From: &#108;leff&#64;imisys<img src=/i/dc.gif border=0 width=35 height=15>
To: &#103;lxtasy&#64;juno<img src=/i/dc.gif border=0 width=35 height=15>, &#106;dw8&#64;po.CWRU<img src=/i/de.gif border=0 width=35 height=15>
Subject: Wow!
Date: Thu, 21 May 1998 12:48:30 -0400
Message-ID: &lt;&#56;525660B.005C442A.00&#64;smtpmail.imisys<img src=/i/dc.gif border=0 width=35 height=15>&gt;





>From the ever-informative C list... If I don't already have this "new" G
Chip, I'm gettin' it!

_________
Hey Jason,
I read that EC article, too, and I hate to break the news but the specs were
incorrect.  The high end results were exaggerated at 7k+ rpms with the 260s,
as confirmed by Collin at TT.  We used to push the 260s, however, because they
were an all around more balanced cam than the 268s for street driving. We
experienced this first hand by driving both cam sets.  The 268s were unsuited
for daily driving because they took a serious hit down low, caused low rpm
throttle lag, and had a slightly rough idle.  For these same reasons, TT and
Neuspeed publicly endorsed the 260s over the 268s for street VR6s in that EC
article.  As it turned out, the 268s downsides were erased with the proper
software, and what was previously thought to be the nature of the cam grind
was in fact improperly matched chips.  Up until Garrett Lim addressed the 268s
problems, there were (and still are) no specifically matched maps that solved
the low end drivability problems.  Jonas' car was the first one Garrett
practiced on, so his comments regarding the 268s apply even off the drag strip.
The Schrick 268 VR6 cams with Garrett's chip is an excellent daily driver
package with an honest 20 hp gain at 7k rpms over the stock cams (and e-prom
to raise the rev limit).  They have about 6-7 hp more than the stock cams at
5800 rpms (stock cam peak hp), and shift the new power peak to about 6200, at
which spot they boast 10-12 over stock.  The stock cams power curve drops
dramatically after 5800 rpms.  The 268s peak at 6200, but have much less of a
power drop after peak.  We saw no low end loss with Garrett's chip.
The 264/260s have been advertised, yet are still not available for sale.  RPI
is the sole VW Schrick importer, and they are expecting their first official
shipment very soon (they had one set come through for testing, which did not
involve dyno runs).  Specifics are spotty, but we believe that they will have
an 11mm lift and similar lobe centers of 115 degrees.  The typical cam
labeling method is intake number first, exhaust last, so these are 264 deg I,
260 deg E.  The smaller overlap from the shorter duration should help minimize
low end losses, regardless of e-prom.
The stock cams are 215 degrees at .050" check with 10.5mm lift.  The 260s are
about 222 at .050" with 11mm lift, and the 268s are about 225 at .050" with
11.5mm lift.  So, unless the ramp is radically different on the 264/260s,
expect them to perform somewhere between the 260s and 268s.  They will not
exceed the 268s in power output, however.  They *will* work better than the
268s on the average performance e-prom, but will pale compared to the 268s
with Garrett's chip. With the 11mm lift, they will also require HD valve
springs designed to prevent coil bind (not all take this into account, since
spring rate is also a function).  So, since the 264/260s will retail for more
than the 268s (the "latest and greatest" phenomenon), I see no reason to use them.
The 268s pull way better everywhere than the 260s when coupled with Garrett's
chip.  Dyno, drag strip, and seat pants testing proved it to us.
Search the archives for more.
Hope that helps,
Todd
Air & Water
VW Tuning




--------- End forwarded message ----------

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