VVT LY6 into my 1994 Firebird Formula
02-22-2010, 09:39 AM
#102
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He upgraded the OS, so that might be all we need. Like I say, I'd rather do something in the ecu's configuration than change out the reluctor wheel or use some signal adapter.
Last edited by mr220v; 02-22-2010 at 09:46 AM.
02-22-2010, 11:11 AM
#103
Regardless if it had a Manual option or not, there should be a table where you can adjust the Speedo Pulse Rate..
If you see something dealing with the Speedo that has a value of 4000, post up what it is..more than likely that is the one that you will need to change, and if it's the one I can tell you what to change it too.
I'm willing to bet if I put my HP Tuners on it I would find it..
If you see something dealing with the Speedo that has a value of 4000, post up what it is..more than likely that is the one that you will need to change, and if it's the one I can tell you what to change it too.
I'm willing to bet if I put my HP Tuners on it I would find it..
02-23-2010, 11:21 AM
#104
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I can't find anything dealing with speedometer tables - download the file from a 2007 or 2008 Silverado from the HP Tuners tune repository... if you can find it then you've definitely got better eyes than I do. Even after the software updates from GM, I'm still not able to adjust the speedo... download those .hpt files and let me know if you find something.
02-23-2010, 11:31 AM
#105
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oh, one other thing to note... I saw in a post on another site that the MAF, because of the placement of the IAT sensor, is prone to abnormally high intake air temperature readings because of the sensor's placement in the MAF itself. I'm going to try a mod that was suggested by bending the IAT so that it is fully exposed within the MAF as opposed to being shrouded. Supposedly it really helps performance when at operating temperatures... these iron block motors sure are hot
02-23-2010, 12:13 PM
#107
oh, one other thing to note... I saw in a post on another site that the MAF, because of the placement of the IAT sensor, is prone to abnormally high intake air temperature readings because of the sensor's placement in the MAF itself. I'm going to try a mod that was suggested by bending the IAT so that it is fully exposed within the MAF as opposed to being shrouded. Supposedly it really helps performance when at operating temperatures... these iron block motors sure are hot
02-24-2010, 01:36 PM
#110
I'd say mid 30's on the road as long as you kept it under about 70mph. With HPTuners open showing a MPG PID I noticed that 70mph was about the cutoff for any kind of decent fuel economy, with either 3.42 or 4.10 gears. Once I achieved 34mpg on the highway, but that was following semi's at a "mythbusters" distance, and pushing it into neutral on the downhills. If I could have cut the engine in half then I could only imagine how good the economy would have been.
I've been trying to figure out what a functioning VVT engine would sound like with a MAST cam in it. I can only guess that when you allow for camshaft advance/retard on-the-fly then most of the traditional cam geometry theories would change. Would there be as much overlap? Would LSA still function the same (shifting the power band up or down the RPM range)? What would a cam with decent duration sound like at idle? I do know that lift becomes an issue unless you change to some pistions with valve reliefs.
The badass thing about building an L92 to utilize VVT (or to hack it up and have a backdoor LS3) is that you get L92 heads for free.
I wish I could get MAST to come comment in here. I'd love to know if it's even possible to rock an aftermarket cam and keep AFM.
I've been trying to figure out what a functioning VVT engine would sound like with a MAST cam in it. I can only guess that when you allow for camshaft advance/retard on-the-fly then most of the traditional cam geometry theories would change. Would there be as much overlap? Would LSA still function the same (shifting the power band up or down the RPM range)? What would a cam with decent duration sound like at idle? I do know that lift becomes an issue unless you change to some pistions with valve reliefs.
The badass thing about building an L92 to utilize VVT (or to hack it up and have a backdoor LS3) is that you get L92 heads for free.
I wish I could get MAST to come comment in here. I'd love to know if it's even possible to rock an aftermarket cam and keep AFM.
There are some killer cam profiles that work with VVT, you just have to know the limits of piston to valve clearance and use the Comp Cams camshaft phaser limiter kit. Tuning is a piece of cake with EFI Live since it has so many cam phasing and VVT spark tables to play with.
For what it's worth, the factory uses VVT primarily for emissions and fuel economy. They leave LOTS of power on the table. Knowing how to work the spark and cam timing tables takes lots of trial and error, but it's definitely worth the trouble!
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
02-24-2010, 01:44 PM
#111
There are some killer cam profiles that work with VVT
Going to find out reeeeeal soon hehe. If I can ever decide on a valve spring hahaha I am OCD when it comes to me parts thats for sure.
oh, one other thing to note... I saw in a post on another site that the MAF, because of the placement of the IAT sensor, is prone to abnormally high intake air temperature readings because of the sensor's placement in the MAF itself. I'm going to try a mod that was suggested by bending the IAT so that it is fully exposed within the MAF as opposed to being shrouded. Supposedly it really helps performance when at operating temperatures... these iron block motors sure are hot 
02-25-2010, 04:47 PM
#112
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I have been tuning VVT vehicles for over a year. First it was trucks, now it's L99 Camaros and hybrid installations.
There are some killer cam profiles that work with VVT, you just have to know the limits of piston to valve clearance and use the Comp Cams camshaft phaser limiter kit. Tuning is a piece of cake with EFI Live since it has so many cam phasing and VVT spark tables to play with.
For what it's worth, the factory uses VVT primarily for emissions and fuel economy. They leave LOTS of power on the table. Knowing how to work the spark and cam timing tables takes lots of trial and error, but it's definitely worth the trouble!
There are some killer cam profiles that work with VVT, you just have to know the limits of piston to valve clearance and use the Comp Cams camshaft phaser limiter kit. Tuning is a piece of cake with EFI Live since it has so many cam phasing and VVT spark tables to play with.
For what it's worth, the factory uses VVT primarily for emissions and fuel economy. They leave LOTS of power on the table. Knowing how to work the spark and cam timing tables takes lots of trial and error, but it's definitely worth the trouble!
02-25-2010, 05:36 PM
#114
PAC-19155166-1 - Pace Pac LS with Variable Valve Timing (VVT) Serpentine Drive Kit
-19155166-1 - Pace Pac LS with Variable Valve Timing (VVT) Serpentine Drive Kit
-19155166-1 - Pace Pac LS with Variable Valve Timing (VVT) Serpentine Drive Kit
02-25-2010, 05:36 PM
#115
02-25-2010, 05:37 PM
#116
scroll down to click on another view.
02-25-2010, 05:43 PM
#117
That's correct. That's the way the factory does it too. For this reason, you have your cam ground with the maximum amount of advance (in your case +4 is all that would fit). With the cam phaser kit, the +4 advance becomes your 0 reference. From there, you can retard the cam all you want.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
02-25-2010, 05:48 PM
#118
That's correct. That's the way the factory does it too. For this reason, you have your cam ground with the maximum amount of advance (in your case +4 is all that would fit). With the cam phaser kit, the +4 advance becomes your 0 reference. From there, you can retard the cam all you want.
02-26-2010, 12:44 PM
#119
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What about for enhancing torque? More overlap at high rpms=more flow and more hp. Less overlap at lower rpms=higher cylinder pressures and more torque.....and better efficiency.
03-11-2010, 10:08 PM
#120
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update: Just put a ported 87mm throttle body on... it feels like a different car... it's incredible... Whether there is a substantial power gain or not, it's 100% worth getting. I think there was a bit of a power gain at the low end, but I only drove it for a few miles so I'm not entirely sure...