I seem to recall you had words somewhere regarding tinkering the timing of the mechanical type through tweaking the weights and/or springs to be more of a performance advantage rather than to gain emission compliance, correct?The early VVT can be modified and used without electronic hassles with good cams even on carbed cars..
The mechanical vvt looks like it has a special cam - with a spiral gear on the end. Can good racing or high-performance cams be ground on this core, or are they otherwise available?
Seems like a good way to use a high-lift, high overlap cam set with some cam retard to get a decent idle. Anybody (besides Murray and his electronic wonder dual vvt) try this?
Inertia types are RPM related while the solinoid types are tied into throttle position. (anything beyond 57 degrees deflection of the TPS kicks it on)so does the vvt increse with rpm or does it kick in at a set rpm?
This comment caught my eye right away.So Alfa evidently made a change in the VVT timing somewhere along the way.
They are. You should have enough mechanical savvy to set timing as when they screw down they will require adjusting.So, to ask again, is it possible that VVT's are not all interchangeable?
VVT as Alfa builds is only good on Intake, Elec or Mech.Mechanical VVT on the intake only is good. Little advantage on the exhaust side?
114 to 102 is retard? Hmm......?the Alfa VVT looks like it is designed to RETARD the intake cam from an initial, about, 114* before TDC to about 102*, assuming about 12 crankshaft * built into it's mechanism.