turboal1

I wonder how far it is to Detroit from Philly ?
I mite take a ride to visit Smokeshow for
a VVT calibration.

Atomic

iTrader: (42)

Hes in Alaska right now so it may be a bit further of a drive to get to him

smokeshow

iTrader: (16)

To be honest, I wrote this up to give DIYers some how-to traction for VVT stuff. Most DIY guys are constantly tinkering and the calibration can last for months, which is what this would need. The calibration effort for a new VVT cam is too intensive to perform completely over the course of something like a weekend. There are some shortcuts to use to ballpark the VVE, which I mentioned in the original post...but it still requires substantial effort to get right. Ideally you'd need an engine dyno, a direct connection with the ECM (no CAN, too slow) and a robotic driver running scripts for hours on end to collect the data. Then you'd post-process the data by running various regression analyses on it to generate the VVE coefficients. That's basically how the manufacturers perform base calibrations.

This really is something that would be better suited to mail order/email tuning, odd as that is to say. Not something Richard couldn't handle...and I know he loves complicated challenges that go on indefinitely

Atomic

iTrader: (42)

I'm just going to be a carb jet dealer, this fancy computer stuff is too much for me

turboal1

someone told me that some cam makers are
giving the VVT calibration tables with the cam ?
is that true ?

gonzo 6.2

iTrader: (8)

[QUOTE=turboal1;5443830]someone told me that some cam makers are
giving the VVT calibration tables with the cam ?
is that true ?[/QUOT


Yes Texas speed

smokeshow

iTrader: (16)

That's for ICL target angle, not the VVE itself. I'm sure they perform a rough determination to maximize torque on some applications to develop those tables. But the legwork still needs to be done for the airflow model itself. Given that no two setups will react the same (different heads, intakes, exhaust, etc), those target angle tables will likely not be optimized anyway. Gone are the days when maximum power and torque were just determined by fuel and spark

Mark Johnson

iTrader: (1)

Great write up! I've been poking around in there a bit with noticeable differences. The truck is fun to drive...…………….

tgui

I love this info. Thanks so much. From a controls standpoint it makes sense.

MNC5

This isn't a sticky because??