ozzimark Posted January 4, 2011 Report Share Posted January 4, 2011 On dual VVT, we don't really care about the emissions aspect, but that's how Volvo tuned it, and it's why they put it in. It would be much more ideal to vary the intake cam with rpm to move the torque band around to match the current engine speed, and change the exhaust with boost/load. Advancing the intake cam will improve low-rpm VE, while retarding it will help high-rpm VE, so start out advanced and retard it as the engine speed picks up to shift the power band around as needed. Advancing the exhaust cam will reduce overlap for a smoother idle and increases the pulse energy going to the turbo for a quicker spool-up, while retarding it will help evacuate the cylinder at higher loads and RPM, so start out advanced, and retard it as the boost comes up. Obviously a lot of dyno time will be needed to figure out the details of how much advance and retard gives optimal performance, but that is the approach I will be taking when attempting to control the cams. I may just go with a standalone ECU and use some auxiliary outputs to drive the VVT solenoids with a 250hz PWM signal. Link to comment Share on other sites More sharing options...
lookforjoe Posted January 4, 2011 Author Report Share Posted January 4, 2011 I'm just gonna ignore the VVT, blank off the solenoid ports & set the cams manually, based on -98 cam settings to begin with. TTx module will have VVT support, but I don't think I'm going to go for that. My (forthcoming) TT module is for COP only. Link to comment Share on other sites More sharing options...
ozzimark Posted January 4, 2011 Report Share Posted January 4, 2011 Last I talked to CJ about the COP package, he told me that it was going to be "too expensive", and was going to be changed. As much as I love the concept of TT, I'm not sure if it will give me the flexibility, power, and options I want.. :unsure: Link to comment Share on other sites More sharing options...
lookforjoe Posted January 4, 2011 Author Report Share Posted January 4, 2011 Last I talked to CJ about the COP package, he told me that it was going to be "too expensive", and was going to be changed. As much as I love the concept of TT, I'm not sure if it will give me the flexibility, power, and options I want.. Yeah - the COP module I'm getting was dropped in favour of developing the TTx module that will have COP, VVT, data logging, etc... capabilities, it was deemed to expensive to produce. BTW - can your WHiteblock page be updated to include the appropriate engine designations (B5254T2, 3, 4..etc...)? Hussein, only the B5254T2 had dual VVT in 2003, and you are right, that is an LPT engine, the same capacity as the S60R and V70R 2.5 engines. The B5244Tx 2.4 engine still had single VVT in 2003. It probably doesn't matter what year it was, if it has dual VVT, it will be interesting to see how it performs. According to VADIS, the exhaust is able to be varied by 30 degrees, while the intake can be varied by 50 degrees of CRANKSHAFT rotation. So, what models actually got the B5254T2? I couldn't find any VADIS parts listings on '03 V70 or S70 models that showed dual VVT, regardless of engine designation.. Link to comment Share on other sites More sharing options...
BlackT5 Posted January 4, 2011 Report Share Posted January 4, 2011 In terms of flow, if you are locking the cams, does it make any difference if you have a dual or single VVT head? Link to comment Share on other sites More sharing options...
lookforjoe Posted January 4, 2011 Author Report Share Posted January 4, 2011 In terms of flow, if you are locking the cams, does it make any difference if you have a dual or single VVT head? Apparently the duall VVT intake cam has higher lift. EDIT: Only the R/T5 Intake cam Link to comment Share on other sites More sharing options...
ozzimark Posted January 4, 2011 Report Share Posted January 4, 2011 Yeah - the COP module I'm getting was dropped in favour of developing the TTx module that will have COP, VVT, data logging, etc... capabilities, it was deemed to expensive to produce. BTW - can your WHiteblock page be updated to include the appropriate engine designations (B5254T2, 3, 4..etc...)? So, what models actually got the B5254T2? I couldn't find any VADIS parts listings on '03 V70 or S70 models that showed dual VVT, regardless of engine designation.. I see. It'll be interesting to see where Adam ends up with that package. And I'll do what I can to update it, I may have to make a gigantic table to show everything.. :lol: Link to comment Share on other sites More sharing options...
NEU Posted January 4, 2011 Report Share Posted January 4, 2011 Apparently the duall VVT intake cam has higher lift. The '01+ NA intake cam has 8.65mm lift vs the dual VVT LPT intake of 8.45mm lift. Link to comment Share on other sites More sharing options...
lookforjoe Posted January 4, 2011 Author Report Share Posted January 4, 2011 The '01+ NA intake cam has 8.65mm lift vs the dual VVT LPT intake of 8.45mm lift. Do you have the spec listing of these? I understood the dual VVT to have greater lift than the single VVT - but, since I have a dual VVT head, I should be able to use the NA intake VVT cam..... Link to comment Share on other sites More sharing options...
ozzimark Posted January 4, 2011 Report Share Posted January 4, 2011 From my RN thread: Intake Exhaust Length Lift Duration Length Lift Duration -98 B5244 N/A 8.45 250 8.45 252.6 (Note: some '93, and maybe '94, N/A engines got more aggressive cams) 1999 B5244 N/A 104.05 8.65 103.30 8.80 2001 B5244 N/A 104.25 8.65 103.30 8.80 -99 B5234T3 104.05 7.95 242 103.30 7.95 243.5 2001 B5234T3 104.25 8.40 103.30 9.05 2001 B5244T3 104.25 8.45 103.30 9.05 The LPT heads got 0.05mm more lift on the intake than the HPT, 0.2mm less than the NA, but more on the exhaust. These numbers are for the single VVT heads though, I'm not sure if the dual changes anything. Link to comment Share on other sites More sharing options...
lookforjoe Posted January 4, 2011 Author Report Share Posted January 4, 2011 From my RN thread: Intake Exhaust Length Lift Duration Length Lift Duration -98 B5244 N/A 8.45 250 8.45 252.6 (Note: some '93, and maybe '94, N/A engines got more aggressive cams) 1999 B5244 N/A 104.05 8.65 103.30 8.80 2001 B5244 N/A 104.25 8.65 103.30 8.80 -99 B5234T3 104.05 7.95 242 103.30 7.95 243.5 2001 B5234T3 104.25 8.40 103.30 9.05 2001 B5244T3 104.25 8.45 103.30 9.05 The LPT heads got 0.05mm more lift on the intake than the HPT, 0.2mm less than the NA, but more on the exhaust. These numbers are for the single VVT heads though, I'm not sure if the dual changes anything. Dual VVT Part numbers: B5254T4 ® B5244T5 (T5) same intake cam 30637410 B5254T2 uses 8670354 B5254T2/T4 B5222T4/T5 same exhaust cam 8642712 Single VVT B5234T3 Intake cam -01 9207943 Intake cam 02- 6900044 Exhaust cam -01 9207944 Exhaust cam 02-04 9497822 Exhaust cam 05- 8642712 NA Int VVT All B5244S/S2/S6 same int -02 9497735 same int 03- 8627280 Link to comment Share on other sites More sharing options...
NEU Posted January 4, 2011 Report Share Posted January 4, 2011 quote name='lookforjoe' timestamp='1294157730' post='1895185'] Do you have the spec listing of these? I understood the dual VVT to have greater lift than the single VVT - but, since I have a dual VVT head, I should be able to use the NA intake VVT cam..... Link to comment Share on other sites More sharing options...
ozzimark Posted January 4, 2011 Report Share Posted January 4, 2011 For your dual VVT the NA cam might not be that big a difference and you should be able to use them. But for my single VVT the NA cam would give me .25mm more lift. I'd need to use a VVT hub adaptor. I believe this why Aaron made this hub for Nick's Laser Blue '00R to run on NA cams on the intake. That's a good point, the VVT NA intake cam should swap over to the dual VVT LPT head without a problem, since it's the machining for VVT that makes things incompatible. Does anyone have duration specifications on these cams? :) Link to comment Share on other sites More sharing options...
lookforjoe Posted January 4, 2011 Author Report Share Posted January 4, 2011 Here is a link to wizzard_al "quote". For your dual VVT the NA cam might not be that big a difference and you should be able to use them. But for my single VVT the NA cam would give me .25mm more lift. I'd need to use a VVT hub adaptor. I believe this why Aaron made this hub for Nick's Laser Blue '00R to run on NA cams on the intake. VVT NA cam won't work in place of Non-VVT turbo intake cam. See Bondo's post Aaron's hub is simply to delete the VVT. I was working off the same quote, but missed the "NOTE: B5244T3 engines had 8.45mm lift on the intake! (LPT from 2001-2003)" and read just the LPT 01-03 part. At this point, we don't know what the specs of the dual VVT B5254T2/T4 are. Link to comment Share on other sites More sharing options...
ozzimark Posted January 4, 2011 Report Share Posted January 4, 2011 It might be buried in VADIS somewhere, I'll have a look for the info later. Edit, this was printed out for my '02 B5234T3, so I'm not sure what years this applies to, but it seems that the 2.5L engine uses the same intake cam 2.4L T2, which is the LPT engine, correct? It is different from the 2.3L HPT, despite being the same specified lift, probably due to the addition of VVT. No idea on duration figures.. Intake Exhaust Engine Lift PN Lift PN B5204Tx (excl T4) 8.40 9207943 9.05 9207944 B5204T4 8.15 9207941 B5234Tx 8.40 9207943 9.05 9207944 B5244Tx (excl T2&3) 8.40 9207942 9.05 9207944 B5244T2 8.40 9497231 B5244T3 8.45 9497823 9.05 9497822 B5254Tx 8.40 9207942 9.05 9207944 edit 2, fixed a mistake in the table. Link to comment Share on other sites More sharing options...
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