Analysis of The Effect of Camshaft Duration On The
Analysis of The Effect of Camshaft Duration On The
Analysis of The Effect of Camshaft Duration On The
Sena Mahendra1
1
IKIP Veteran Semarang, Jl. Pawiyatan Luhur IV No. 17 Semarang –Indonesia
E-mail: sena.mahendra@yahoo.com
Abstract. Camshaft modification is often done in drag race. This research was conducted to
determine the performance of the drag race engine with camshaft modification on the Honda
Tiger 200 cc which includes torque, power, and fuel consumption specifications (SFC). This
experimental method uses 8 cc premium fuel at 1500 rpm, 2500 rpm, 3500 rpm, 4500 rpm and
5500 rpm. Torque, power and SFC of the Honda Tiger 200 cc combustion motor are measured
above dynotest. The final result of the research is that there is an increase in torque and power
of 14.5% respectively. Maximum torque and power is obtained using a camshaft with a
duration of 270 °, which is 8,012 Nm and 4,612 kW at the same speed of 5500 rpm. On the
contrary, the minimum torque and power are generated from the use of a standard 240 °
camshaft of 6,850 Nm and 3,943 kW at 5500 rpm. Specific fuel consumption (SFC) obtained
has a small effect of 8.53%. The maximum specific fuel consumption (SFC) produced is 0.410
kg / kWh at 2500 rpm rotation with 270 ° camshaft usage. For specific fuel consumption (SFC)
at least 0.375 kg / kWh at 2500 rpm rotation with 240 ° camshaft usage.
1. Introduction
Motor Racing and Drag Bike in Indonesia belong to the C1 race type [4]. The race is regulated by
regulations that have been set by IMI (Indonesian Motor Sports Organization). The regulation
regulates safety standards and modifications made to the vehicles used in the race. The common drag
race motorcycle modification changes to the camshaft. The role of the camshaft is to determine the
opening time of the valve, set the duration of the valve opening duration, determine the length of
duration of the inlet valve and exhaust valve and is the main component of the valve-train mechanism
[2]. Setting the opening and closing of the valve or timing valve on the cylinder head properly will
increase engine power. The shape of the cam on the camshaft allows the valve to open wide enough
for a long time [9]. The focus in this study is to modify the camshaft timing or valve timing. The
expected result of this experiment is to get a camshaft modification on a Honda Tiger motorcycle that
can increase power or significant power. Previous studies have tested the performance comparison
between the standard camshaft and camshaft racing [7]. The performance shows that the power and
rotation of the camshaft racing engine produce better power compared to the standard camshaft. Other
studies also suggest that a low duration camshaft results in greater performance at low speed but poor
at high speed, and conversely a high duration camshaft results in the good performance at high speed
but poor at low speed (4). In this study, the standard camshaft was modified with three different
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Published under licence by IOP Publishing Ltd 1
ICoVEMAT 2018 IOP Publishing
Journal of Physics: Conference Series 1273 (2019) 012066 doi:10.1088/1742-6596/1273/1/012066
variations that are often used in drag race competitions. Modify the duration of the camshaft to
increase the power and torque produced by the engine (2).
2. Methodology
The proposed research follows the flow diagram in Figure 1. First make or modify the camshaft of a
Honda tiger motorcycle with a duration of 250 °, 260 °, and 270 °. The second step is comparing the
results of testing torque, power and Specific Fuel Consumption (SFC) from each use of Honda tiger
camshaft that has been modified.
Specimen Making
Specimen Testing
Data analysis
Specimens in this experiment were four camshafts of a Honda Tiger 200 cc engine. One camshaft is
measured in duration and left to standard. The other three standard camshafts are then turned so that
each has a different valve opening duration of 250 °, 260 °, 270 °. The testing steps are carried out by
calculating torque, power, and SFC resulting from the installation of each camshaft above Dynotest
(power measuring device). Torque, power is recorded on the dynotest and SFC output tables recorded
at each round using a stopwatch, which is 1500 rpm, 2500 rpm, 3500 rpm, 4500 rpm, and 5500 rpm,
with consumption of premium fuel of 8 cc in the buret (measuring cup).
2
ICoVEMAT 2018 IOP Publishing
Journal of Physics: Conference Series 1273 (2019) 012066 doi:10.1088/1742-6596/1273/1/012066
combustion chamber will increase even though the combustion chamber volume remains. On the
contrary, the 240 ° camshaft timing valve opens the valve shorter, so the mixture of fuel and air can
enter the combustion chamber less. The lift height of the valve on the camshaft is 240 ° shorter than
that of the camshaft 250 °, 260 °, 270 ° this makes pumping loss the fuel and air mixture entering the
240 ° camshaft is greatest because of the gap in the valve holder ( sitting valve} with the smallest
valve and the fastest opening time. The entry of a mixture of air and fuel is caused by the vacuum of
the combustion chamber due to the movement of the piston from TDC to BDC.
3
ICoVEMAT 2018 IOP Publishing
Journal of Physics: Conference Series 1273 (2019) 012066 doi:10.1088/1742-6596/1273/1/012066
4. Conclusion
The above description can be concluded that :
1. Changes or modifications to the camshaft on the 200 cc Honda Tiger only increase torque by
14.5%. The maximum torque uses a camshaft with a duration of 270 ° at 5500 rpm at 8,012
Nm. While the magnitude of the minimum torque produced by the camshaft with a duration of
240 ° in the same rotation is 6.850 Nm.
2. The power generated from the modification of the Honda Tiger 200 cc camshaft is 14.5%
increase from camshaft usage with a duration of 270 ° at 4,612 kW at 5500 rpm and the power
produced by the camshaft with a duration of 240 ° with the same rotation is 3,943 kW.
3. Specific fuel efficiency (SFC) in the 200 cc Honda Tiger has a small effect of 8.53%. The
maximum specific fuel consumption (SFC) produced is 0.410 kg / kWh at 2500 rpm rotation
with 270 ° camshaft usage. For specific fuel consumption (SFC) at least 0.375 kg / kWh at
2500 rpm rotation with 240 ° camshaft usage.
5. Acknowledgments
The author wishes to express his gratitude for the support provided by the IKIP Veterans Semarang
who have facilitated this research.
6. References
[1] Ansmunandar Wiranto 1988 Penggerak Mula Motor Bakar Torak (Bandung: ITB)
[2] Heisler Heins 1995 Advanced Engine Tecnology (London: Edward Arnold)
4
ICoVEMAT 2018 IOP Publishing
Journal of Physics: Conference Series 1273 (2019) 012066 doi:10.1088/1742-6596/1273/1/012066
[3] Arrahman R 2017 Pengaruh Perubahan Durasi Noken As Dan Waktu Pengapian
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[7] Maleev V L 1986 Internal Combustion Engine Theory and Design (Tokyo: McGraw-
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[10] Suyanto Wardan 1989 Teori Motor Bensin (Jakarta: Depdikbud)
[11] Toyota Astra 1995 S pesifikasi Mesin Seri K (Jakarta: Toyota Astra Motor)
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