Ecutek GT86 supercharger

Hi Simon

Many thanks for your answer. Btw: Thank you for your great website and the great lessons.

I try to understand better the tuning of the VVT.

Is there a max. value for the intake and exhaut cam timing? Is there a calculation formular for this?

Where must I pay particular attention, when changing these values (avoidng demages)?

Where do I best start with the settings?

Do I understand this right:

The principle of the vvt tuning is similar to the ignition tuning.

What is the best procedure for reflash tuning (as settings can not made in realtime)?

Sorry for my english :/

regards

Marcel

Apologies for the slow reply. Yes there are limits on the cam control movement. I can't recall exactly off the top of my head but I believe the intake cam travel is in the range of -10 to 40 and the exhaust is 0 to 40 or thereabouts. if you log the cam angles and you're targeting an angle that the ECU can't achieve, you'll see the actual cam angles flatline below your target. It's important for good control to make sure you're always targeting realistic cam angles. The good nes is that you won't want to be at either extrem of either cam for good performance so it becomes a bit of a moot point.

I'd suggest starting with the base maps and making across the board changes of +/-5 deg and testing the results. On a factory ECU it is quite time consuming optimisng the VVT maps, however at least you're not trying to start from scratch.

While it's a webinar completed on the MoTeC M1 ECU, you may find this weinar helpful: https://www.hpacademy.com/previous-webinars/113-dual-vvt-tuning-strategies-motec-m1-2/

NOTE: With a MAF based ECU, the VE changes when you adjust the cam timing are dealt with to a large degree by the MAF sensor so you will find that in particular the AFR doesn't tend to change like shown in the webinar. You can also log mass aiflow in g/s to watch how the airflow changes with VVT changes although obviously you can't make these changes live.