The definitive ST170 VVT Information....

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Matt@ME
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Re: The definitive ST170 VVT Information....

Postby Matt@ME » Tue Apr 29, 2014 9:36 am

Colin,

They are now fully released, and available direct on line from the store :)

Cheers,
Matt
Hardware Engineer, Motorsports Electronics Limited

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Re: The definitive ST170 VVT Information....

Postby Matt@ME » Tue Apr 29, 2014 9:38 am

Hardware Engineer, Motorsports Electronics Limited

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Re: The definitive ST170 VVT Information....

Postby Matt@ME » Tue Apr 29, 2014 2:41 pm

Here is a quick video on how VVT works...

Hardware Engineer, Motorsports Electronics Limited

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Re: The definitive ST170 VVT Information....

Postby xisantix » Thu Apr 02, 2015 9:33 pm

Hey Matt,

Great job on the VVT controller and thanks providing all the info, it made for a great read and the controller looks like a really good piece of kit.

Would you mind going into a little more detail as to why changing the phase of the intake cam in relation to the crankshaft gives different power curves?

Thanks

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Re: The definitive ST170 VVT Information....

Postby Alex@ME » Tue Apr 14, 2015 10:09 am

Hi there,

1. Engines are air-limited. That means that, it is the quantity of air that the engine is able to pump through a stroke that dictates how much fuel we can burn, thus, how much torque and power the engine can make.

2. No VVT (fixed cam timing) means that valves open and close at the same time, irrespective of engine speed, essentially limiting the quantity of air that enters the cylinders under most conditions. Or better said, a certain timing of the intake cam is only efficient within a very narrow RPM window. Now, let's keep the timing fixed and see what happens. Under those perfect conditions for the set timing, the amount of air entering the engine will be close to the maximum possible, we are able to burn more fuel and produce a lot of torque. As soon as we leave the narrow RPM window where that timing works best, less air is entering the cylinders / stroke, thus producing less torque.

As Power = Torque x RPM x constant, you can probably see that, by increasing torque, we are essentially increasing power, so an engine that produces a wider rev-range of maximum torque will have more usable power.

Picturing Matt's Power x RPM graph as a Torque x RPM graph should help. Imagine driving a car that has that engine in it and how having peaky torque lines essentially translates into having the engine 'feel alive' only under a very narrow RPM band. As soon as the torque line falls, the car will accelerate slower.

Let me know if there's anything I missed or if some things are unclear. :)

Cheers,
Alex
All things software @ Motorsport Electronics

PS: For urgent support questions please get in touch with us via email (will automatically generate a support ticket).

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Re: The definitive ST170 VVT Information....

Postby casesensitive » Wed Jan 11, 2017 10:03 am

Hi Matt, love this post, but do you think you could fix or report the images from the first post?
I've just ordered an ME221 for my ST170 MEV Rocket and I'm interested to see what they were.


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