jsmcortina wrote:The VVT code wants a multi-tooth crank wheel and often a number of teeth on the cam for accurate closed loop positioning of VVT.
Each VVT mode has to be added individually. I'm not aware of any OEM installs using VVT and EDIS so that is not supported.
(However, it is possible to use a cam sensor with EDIS in MS3 for sequential fuel)
jsmcortina wrote:How are you controlling your cam lift change point?
Why do you need two tables?
e.g. if lift change happens at a fixed point then tune for high lift above and low lift below?
jsmcortina wrote:Set the main wheel mode to Zetec VCT in ignition settings.
hoveringuy wrote:jsmcortina wrote:hoveringuy wrote:
One other peculiarity, both in 17 and 18, is that the duty seems to be backwards for exhaust. For my intake cam duty of 0% means the solenoid is getting no power. On the exhaust cam a reported duty of 100% means the solenoid is getting no power (verified on my oscilloscope) 0% gives me full retard on the exhaust cam.
That's in the nature of the way the code is written. Ken is best to explain.
I'm sure it was done to economize on code, to re-use the same PID algorythm, but the result is that the exhaust is very confusing to configure compared to the intake. In test mode, you need to know that it's backwards or you're lost. It's not 0% you need to start with, but 100%
The exhaust table is at least consistent in that cam minimum position + table = target, but it's slightly confusing needing to write the table in terms of advance when you're trying to retard.
Peter Florance wrote:What about option of using throttle position as vertical axis?
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