Any idea how we could do this? I was doing tuning and noticed the power goes all the way up till redline and still not dropping....im hoping to shift the power curve earlier and may get same good benefit?

 

VVT tuning is not yet possible. Hopefully soon.

 

would i see good benefit if the power doesnt seem to drop at redline yet? :P

 

I am not sure what benifits there would be from being able to change the VVT timing?

Redline is 6700 already. You could have it tuned to go to 7000 without to much risk of valve float.

 

really? i thought it was a bit of a stretch and told the guy not to do that =(... oh well

 

I wouldn't run mine over 6700. I frequently turn it to 6200, but don't like going much higher.

You could get performance cams for it. That would give you some more power.
OR just turbo it :p

 

hehe im trying hard not to order the turbo kit! such a big dent in my bank account! haha stop tempting me with ur turbo 2.4 . i think if i would go for cams might as well go F/I....but im trying to hold that off as long as possible ...

 

Go big or go home!

If you really want to make power its the only way to go. Bolt ons only get you so far, and its not very far! haha

 

Ive got mine set to 7200 but it does not make any more power after 6600 rpms.

I shift at 6800

 

I am leary of spinning this motor that fast myself. It has a rather long stroke and I am uncertain how much the valve train can keep up with.

 

I dont take it that high often, cause I make no power up there.

 

go big or go home?.....

more like go big and go broke!

 

thats true

 

you gotta pay to play

 

im happy with just bolt ons and a tune for now. Didnt cost Too MUCH

The HPT software was the most expensive out of all of my mods coming in at $702.

 

I rev to 6700 before I shift, going past does nothing though, on my dyno graph the hp frops off after 6000rpm.

 

it'll be interesting to see what it could do when we can tune vvt....i need more low end power!

 

you need someone who understand multidimensional arrays (I think that the 2.4 PCM has a 5-D VE / MAF table). There should be a master 2-D table the identifies cam phaser position - each cell of that 2-D table would reference a 3-D VE map. On the VVT PCms, you have a large number of Ve tables to tune due to the changing VE of the engine.

 

if someone learns how to tune vvt, pls.. let me in on it cuz i been hoping for it for a while

 

i am interested too........ gm should have something for us 2.4 guys

 

im hoping this would be something less hassle and effective than swapping cams but still do the trick

 

What surprises me is that hptuners doesnt have the ability to at least change the rpm in which the vvt is actived. not so much as change it degrees of activation.

 

hmmm... interesting point.

 

There are a few important things to consider here.
1. HPT isn't the only tuning software on the block.
2. VVT isn't activated at a specific rpm it's a dynamic system.
3. 99% of the people who have tuning software can't tune VVT and the 1% that can don't know enough yet to do anything.
4. Even when HTP does offer VE and cam phasing control it's going to be a while before it can be fully understood and implemented with any discernible results.

Once the basic load, rpm and temperature limits have been met (on start-up) VVT is engaged and dynamically advancing and retarding both the intake and exhaust cams over a range of +-25 degrees.
There are a lot of factors that go into the cam positioning and it's in no way a simple change over point.

Also as it's been pointed out the controller uses a 2nd order, non-linear, multivariate polynomial to compute Volumetric Efficiency (VE) which in itself is beyond the comprehension of most people. ALL OF that is before the dynamic cam phasing is considered, which directly impacts the way the VE is calculated also.

In street terms "That **** is Wack!"

I suspect that in the short term just sharing phasing profiles between different flavors of ECOTEC vehicles will be possible. Eventually as dyno time permits more aggressive N/A profiles can be established based on custom intake and exhaust manifolds. So that slowly over the next 6 months to a year a few choice tuners will have a grasp of how to make it all work together. Eventually if enough phasing is possible guys with boosted applications will take advantage of extreme advance/retard for wasting off boost or even otto cycle 5 stroke supercharged applications.

One thing I can say for sure the guys with EFILive have a serious jump on the learning curve since both Virtual VE and cam phasing are available. Some of us do have a slight grasp of this stuff, but don't come to me for answers. Unless you have knowledge of SciLab and a degree in mathematics I can't offer any advise worth using yet.

 

EXACTLY! This is not like the old style V-TEC where you change to a different cam profile at a certain RPM level. Like skykapp said: The cams are constantly being phased to deliver the bet mix of economy and usable power throught the RPM band based on engine load and a number of other factors.

IF you were to trace the VE of this engine through a normal drive in the country, you would have to wrap your head around the computer monitoring a point in the fifth dimension which gives you simulatnious access to all possible lines (running conditons) in the 4th dimension, which, in turn, would give you access to every cell on every VE table existing in the third dimension AT THE SAME TIME. Yeah...it is a bit if a mindblower