well. some
there is a lot of info out there. VCT solenoids are not high duty cycle parts. they do not operate on potential. instead they operate on pulse length. ie. a square waveform with varying frequency and length at high potential. all it will require is for me to remove a solenoid and try different pulse lengths and frequencies. i have access ao a signal generator or it would be impossible to fugure. i am noe leaning toward a microswitch activated pulse generator. motor has not arrived yet, but there is a lot of reseach to do. there is a paper on the universirt of berkely web site that details algorythm theorires on this system. predictive stuff. i am just going to start with small pulses and make runs at the track. i will vary pulse length until times drop. i also read the patent papers filed by the ford engineers that developed this system way back in 1993. now with that said i have figured an easy foolproof way to vary timing manually. i have also read the there are multiple orifices that recieve oil pressure with the varying stroke of the solenoid. i will find out soon.
concerns:
1. intake is split plenum design
2. rpm band of motor peaks at 5000 rpm from factory.
3. VCT can vary timing 50 dgrees.(can cause valve to piston interference)
4. solenoids have 2-5 ohm resistance
5. this really ain't something to play with.(no mistakes allowed)
known variables:
1. ignition timing is fired by the crank exciter.
2 cam exciter determines cylinder.
3. plenum can be and has been modified for high rpm power.
4. jumping 1 tooth on this motor makes peak power at 6800 rpm and kills torque.
5. i want it to peak at 6000
there is an easy solution to the solenoid problem. drill out the electrics, drill and tap the plunger, screww a stud into the plunger, use washer and adjutment nut to vary stroke mechanically. i can vary to until it yields best track time.
i expect motor tomorrow.
there is a lot of info out there. VCT solenoids are not high duty cycle parts. they do not operate on potential. instead they operate on pulse length. ie. a square waveform with varying frequency and length at high potential. all it will require is for me to remove a solenoid and try different pulse lengths and frequencies. i have access ao a signal generator or it would be impossible to fugure. i am noe leaning toward a microswitch activated pulse generator. motor has not arrived yet, but there is a lot of reseach to do. there is a paper on the universirt of berkely web site that details algorythm theorires on this system. predictive stuff. i am just going to start with small pulses and make runs at the track. i will vary pulse length until times drop. i also read the patent papers filed by the ford engineers that developed this system way back in 1993. now with that said i have figured an easy foolproof way to vary timing manually. i have also read the there are multiple orifices that recieve oil pressure with the varying stroke of the solenoid. i will find out soon.
concerns:
1. intake is split plenum design
2. rpm band of motor peaks at 5000 rpm from factory.
3. VCT can vary timing 50 dgrees.(can cause valve to piston interference)
4. solenoids have 2-5 ohm resistance
5. this really ain't something to play with.(no mistakes allowed)
known variables:
1. ignition timing is fired by the crank exciter.
2 cam exciter determines cylinder.
3. plenum can be and has been modified for high rpm power.
4. jumping 1 tooth on this motor makes peak power at 6800 rpm and kills torque.
5. i want it to peak at 6000
there is an easy solution to the solenoid problem. drill out the electrics, drill and tap the plunger, screww a stud into the plunger, use washer and adjutment nut to vary stroke mechanically. i can vary to until it yields best track time.
i expect motor tomorrow.
