Dual VVT-i is also found in Toyota's new generation V6 engine, the 3.5-litre 2GR-FE first appearing on the 2005 Avalon. So we can see there on our dyno screen, we've got two pieces of information being shown, at the top of the screen we've got our three power runs, so this is our power in kilowatts at the rear wheels, below this I've also plotted our cam position for those three runs, so, what we can see straight away is what cam timing position related to what. Right so, we'll go across to our camshaft worksheet, and, we can look at this on our time graph, and what I'll do is I'll just fullscreen this. By continuously adjusting the timing of the intake and exhaust valves, to help improve power, fuel efficiency and exhaust emissions. For the du… It's one of those areas where we need our setup, our configuration to be really accurate and we need our PID control algorithm dialed in, so that our targets are tracked really quickly. Now this is where the problem comes in, I said before that fixed cam timing was a compromise, which we now get away from with variable valve timing, and the reason we've got a compromise is because, where we want the cam position is different at low rpm verus high rpm, so for example at low rpm what we want to do is open and close the intake valve very early. One final step though with our cam timing is we've started with our intake cam, then we've gone through and we've got our exhaust cam where we think it needs to be, I go one step further though and I'll go back and I'll revisit my intake cam timing one more time, and just perhaps at this point we should be already very close, I'll do one final set of tests where I'll advance the cam timing five degrees, perhaps retard it five degrees, and make sure that by bracketing the cam position like this, that I am still optimal. So particularly when we've got very high levels of exhaust manifold back pressure, we'll want to reduce the overlap, and that's going to be beneficial to our engine power. This engine’s firing order is 1–2–3–4–5–6. It was first introduced in 1998 on the RS200 Altezza's 3S-GE engine. The only thing "wrong" with that 4.7 was the timing belt and the fact that it was an interference engine. At high speed, the Inlet valves open quite earlier so that more air-fuel mixture or ‘charge’ enters the cylinders. In today's webinar we're going to be looking at some strategies for tuning engines running dual variable valve timing systems so, this is where we're running both variable intake and exhaust cams. The 1MZ-FE has aluminum cylinder heads with four valves per cylinder and dual overhead camshafts. Jump back across to our dyno, and what I'm going to do now is we'll save this run, and what I'm going to do is we'll call it VVT 0 degrees, just so we can reference that a little bit later on. You are only young once, but you can be immature forever :d, VerticalScope Inc., 111 Peter Street, Suite 901, Toronto, Ontario, M5V 2H1, Canada. And the upshot of this is when the cam target drops back into something that is achievable, we get this situation called integral windup, and what it does is it creates a lag or a delay as the integral element has to reverse and unwind, before the system can again achieve our aim, so it's really important as one of your first steps, just to make sure that you're targeting achievable and accurate cam angles, don't try targeting something that the mechanical system can't achieve. Making its debut in the Renault range on Scénic and Grand Scénic, the new engine offers a broader power range than the old TCe, significantly improving driving pleasure while reducing fuel consumption and CO2 emissions. very little highway. Gustavos has asked, "Making this ECU is not going to "throw us a check engine light". I replaced a Mk 1 2.0 RXE petrol Megane with a Mk 3 1.6VVTi 5 door Dynamique Hatch. You've asked, "Approximately how long "does a tune like this take to complete?" The result? Now what I mean by this is, depending on the engine design, will depend on exactly how much we can move the cams, maybe it's 35 degrees, maybe it's 50 degrees, but we need to find that out, and make sure that we're always targeting an achievable cam position. Engine: Hemi 5.7 Sport Crew i can tell everytime the mds would come on. What we're going to be doing, is we're going to be starting with relatively conservative ignition timing, we're going to adjust our cam timing, then as we adjust our cam timing we're going to keep track of our fueling, and this may need us to swap backwards and forwards between the fuel and the cam timing maps to keep track of everything. We're going to optimize our inlet cam timing, again looking at feedback from torque and air fuel ratio, remembering at this point there's no requirement to be overly fussy with our fuel and ignition, we just want numbers that are going to get us in the ballpark. Now there's one more step, I'm not gonna go through the exhaust cam timing here because realistically it is just a rinse and repeat of what we've seen here, we're simply going to go through and make some adjustments to our exhaust cam timing, like we've seen with the inlet cam timing, and we're going to see where we end up with peak torque, where our torque is optimal, and that's, once we've got our torque optimal, then we're pretty much done. This is the camshaft worksheet in the M150 ECU here, and let's just fullscreen that and we'll get rid of the graph for a moment. In other terms, the valve timing remains constant throughout its rev range. In internal combustion engines, variable valve timing (VVT) is the process of altering the timing of a valve lift event, and is often used to improve performance, fuel economy or emissions. Let's do one more of these runs, we'll save this one and we'll call it 10 degrees. That being said, let's just have a look here, it's important to understand what is realistic, again, just understanding that this is a mechanical system that isn't able to track instantaneously, so it's something that a lot of tuners forget about, there is a lag, there is a time delay on the camshaft physically being able to rotate. The stroke remains the same, but the bore is increased by 1 mm, giving a displacement of 1,764 cc (1.8 L). So let's start with what variable valve timing is, or VVT as I'm referring to it, it's referred to in a number of different ways, depending on the ECU manufacturer or the engine manufacturer that you're dealing with so, essentially though we're talking about continuously variable valve timing here, we're not talking about a system which switches from full advance to full retard, some of the earlier Nissan engines for example had this system, it's not continuously variable, it only switches from one extreme of travel to the other. And what happened under these circumstances is that the integral element of our PID control will continue to drive the solenoid duty cycle harder and harder, in order to try and meet our target which is impossible. Now, when we are tuning the cam timing I do treat this a little bit like any other aspect, whether we're tuning fuel or ignition, and I'm going to split my tuning up into two areas. If we look at something much more aggressive like my 4G63 drag engine, that wouldn't idle below 1,800 rpm so, you do need to be a little realistic with what you're trying to achieve. hi how many miles and when was last full service?got to ensure the basic's are right before spending money on up grade's cheers, Its got 58,000 miles with a full service history, I just do t think the engine is big enough to pull such a heavy car, cheerz, hi hear what you say,but have been in a senic with same engine and that wasn't short on power,and must weigh more cheers, Ye maybe Im just use to driving the 1.9dci with a bit of power behind it and a 6 speed box for economy, im gunna go ahead and get it re mapped and see if it makes a difference for the sake of £120, Well, my experience of the 1.6 VVT & it's predecessor is that the power is more than adequate (unlike the 1.4) & we get an average of 37 MPG. DVVT-i system (Dual Variable Valve Timing - intelligent) allows to smoothly change the valve timing according to engine operating conditions. I did a test drive, with 6 people on board, with ac on. i got 19.x in summer and 17.5 to 18 with winter gas. This however does add extra complexity, particularly when we have the ability to adjust both the intake and exhaust cam timing together. all back roads. So, we don't need to specifically worry too much about the cam centerline values, this is a question I quite often get asked so, how does it relate, what's it all mean? OK so, once we've done that, then we want to generally start, my preference is to start with our exhaust cam timing at zero, and focus on our inlet cam timing initially, remember, the intake cam is often going to show the largest performance improvement. How VVT-i system works Toyota engine. Now, the effect of the cam timing, or the effect of moving the cam timing around, how does this affect the engine's operation? But in reality, even tuning from completely zeroed out tables, if we were developing a map on an engine we'd never seen before and had no start point, it really doesn't take as long as perhaps it might seem, and a lot of it comes down to as well, how fussy you want to be. So of course, as I've mentioned, if we weren't running closed loop fuel control here, we would see our lambda start a little bit rich, it would move excessively lean, and then it would start moving rich again. Using the 1.6's 6 speed box acceleration is just as good if not better and mpg is significantly better, as is handling. OK, so we've gone from about, I think our first run was somewhere around about 148 kilowatts to 165, just through our cam timing. Quite often with very aggressive cam profiles we still want to retain the variable valve timing mechanism, it's not uncommon to modify the cam pulleys, and physically put locks or stop outs that reduce the amount of cam travel, in order to make sure that the engine is mechanically safe, and this obviously needs to be done during the engine assembly process, it needs to be dummy built, the valve to piston clearance needs to be checked, and we need to see how much movement we're able to get away with. Now, this prevents the intake valve, let's just go back to our little cam timing map, we'll go back to our cam timing map on the laptop here, and what we find is that the intake cam actually will be open, the intake valve will be open even after the piston has moved past bottom dead center. So we've got our torque values on the vertical axis there of our torque optimization test, and we've got our camshaft position coming through from the M1 ECU via CAN, so what I'll do is I'll just ourselves stable here, and I'm just going to click Begin, and this is really no different to the test that I do for MBT timing. So the same techniques that we use in order to optimize the cam timing for a naturally aspirated engine, exactly the same as what we're going to be doing on a turbo charged engine, so it doesn't really matter. People complained about how much more power other 4.7-class engines were making. And the answer is it doesn't necessarily matter, what we want to do is simply move the cam timing, and see how that affects the engine's operation. And, the other thing that's worth considering here is while a lot of the engines, the majority of the engines, particularly Japanese engines that I deal with, use a single solenoid for both advance and retard essentially, they're advancing and retarding using a single solenoid or a single output from the ECU, some engines, and in particular BMW springs to mind, use an advance solenoid and a retard solenoid so, the actual setup of the mechanism will vary from one engine to the other. Pretty difficult to answer, I would say that with a standalone ECU if I was starting from scratch on the dyno, I would probably allocate somewhere in the region of four hours in total for that work, some will be a little bit faster, some will be a little bit slower. Long-winded answer to your question, hopefully there was some information in there that was actually useful in answering that question. And I don't want to get too involved in this particular webinar, on exactly how that system functions, it relies on a fairly intricate designed cam gear, which uses lobes, so that the camshaft can rotate independently of the cam sprocket or cam wheel itself, and that is functioned using solenoids that provide oil pressure inside the cam wheel, so this allows the camshaft to be very very quickly advanced and retarded in real time while the engine's operating. normal engine (that does not use these technologies) breathes by opening / closing of intake and exhaust valves So this is the technique that we're using, obviously your dyno may not have the torque optimization test, and in reality I'm not using this to optimize every single site in our table, this is just a really great visual way to show us exactly how the cam timing is affecting the engine torque, and it's affecting the engine torque because it's affecting our volumetric efficiency. 2Zr engine has Variable intake and exhaust cam phaser actuators internal part.! 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