renault dual vvt engine

Now, with the M150 on our Toyota 86, we've got the closed loop fuel control system operating as well so, this makes my life a little bit easier because I can simply leave the closed loop fuel control to look at the air fuel ratio being measured in the exhaust, and make adjustments as necessary, so this keeps my lambda on target while I'm adjusting the cam timing, and making changes to the engine's volumetric efficiency. VVT-i - Wikipedia Dual VVTi stands for Dual Variable Valve Timing Intelligence. The result is a four-cylinder engine that is roughly the same size as Toyota’s three-cylinder 1.0-litre VVT. Now, this prevents the intake valve, let's just go back to our little cam timing map, we'll go back to our cam timing map on the laptop here, and what we find is that the intake cam actually will be open, the intake valve will be open even after the piston has moved past bottom dead center. And also, we can interpolate between cells so, we can perhaps jump ahead a couple of cells and then interpolate in between, because we've got that general trend or shape, it's a little bit like building up a fuel map or an ignition timing map, we can build up that map, copy that ahead, and then that's going to speed up the process as we move through so, really it isn't a lot more time-consuming, it's obviously more elements in there, and you do need to charge your customer accordingly. Generally though, when we're looking at the way the exhaust manifold pressure changes as we go through the load and rpm range, what we'll find is that, at low rpm we have relatively low exhaust manifold back pressure, and as we continue through the rev range we see that exhaust manifold back pressure climb. Dirty engine oil clogging the oil control solenoid. Yes, you could set up your variable valve timing tables with 250 rpm breakpoints and perhaps 10 kPa load points, and create a large three-dimensional table and then tune each individual cell, one at a time, and yes that's probably going to give you the best possible results, however, as I've just mentioned a little earlier, generally because the trend and the shape in those VVT timing maps is pretty consistent, we can actually be relatively coarse with these timing maps. And what that does is, when we move the intake and exhaust valve centerlines apart, we spread them, we advance the exhaust cam and we retard the intake cam, this provides us with a minimal amount of overlap here. And the answer is it doesn't necessarily matter, what we want to do is simply move the cam timing, and see how that affects the engine's operation. Finally, once we're happy with our cam timing, the last step is to go through and accurately optimize your fuel and ignition. Please enter your details below to sign into your account, Please enter your details below to register for an account, This email is already in use. Again, I'll just reiterate, this process needs to be iterative in its nature, we're changing our cam timing and hence that will also require us to change our fueling and also potentially our ignition timing. Now, if we had continued and done runs at 30 and 40 degrees and we'd gone all the way through to 7,500 rpm, what we're going to find is that we end up with our lines overlapping at some point, and this helps build us a composite picture, what we can do is simply go through the plots, and pick the point where, for example, 30 degrees makes more power than 20 degrees, or 40 degrees perhaps makes more power than 30 degrees, and this allows us to build up a composite shape to our VVT maps under wide open throttle conditions. Now, I'm talking here really about, in a professional tuning environment, where you've been brought a car that is completely unknown to you. Now this can, to a novice tuner, can seem relatively scary, there's a lot going on, and it's hard sometimes to find a technique that we can apply in order to get the best results possible, and also get those results in the minimal amount of time. DVVT-i system (Dual Variable Valve Timing - intelligent) allows to smoothly change the valve timing according to engine operating conditions. If there's any sort of uncertainty there, then it really needs to be put back on the customer. This is a really important point to note, not that you have to use throttle position, but you need to make sure that the load axis for your variable valve timing tables is the same as the load axis for your VE or fuel table. And, the other thing that's worth considering here is while a lot of the engines, the majority of the engines, particularly Japanese engines that I deal with, use a single solenoid for both advance and retard essentially, they're advancing and retarding using a single solenoid or a single output from the ECU, some engines, and in particular BMW springs to mind, use an advance solenoid and a retard solenoid so, the actual setup of the mechanism will vary from one engine to the other. Lets Talk Cam Seals And How To On A Dual Vvt 5 Cyl The 1MZ-FE has aluminum cylinder heads with four valves per cylinder and dual overhead camshafts. Jump back across to our dyno, and what I'm going to do now is we'll save this run, and what I'm going to do is we'll call it VVT 0 degrees, just so we can reference that a little bit later on. Now, at the same time, the fuel trims were active there so, what we can see, let's just, actually I'll jump back to our fuel table, no, I'm not gonna be able to easily show that, let's go to our cam. So my strategy when I'm tuning a VVT engine is until I've got my inlet cam and my exhaust cam positions relatively close to perfect, I'm only going to approximately tune the fuel and ignition tables, I'm not going to waste a lot of time getting my lambda absolutely pinpoint accurate, what I'm going to do is just get them in the ballpark and close enough, and then, once I've actually got my cam timing 100% optimal, at that point I'm going to then go through and optimize and finalize my cam, my inlet, my fuel and ignition. For the VVT-i 1GR-FE engine, the forged steel crankshaft has four main journals and nine balance weights. OK, so that's our first run done, 148 kilowatts, I'm not really interested right now about the outright power, what we're going to look at is how it compares to our subsequent runs. So the process however is exactly the same as what we've looked at, your process however is much simpler, because you've only got one table to adjust there. Now, one of the questions I quite often get is, what do the numbers in the cam timing maps mean? This François Castaing design was the predecessor of the famous EF series.. CH1 (N/A): 1,997 cc Bore 86.0 mm (3.4 in) Stroke 57.3 mm (2.25 in) 285 bhp @ 9,800rpm (1973), 300 bhp @ 10,500rpm (1977) OK, so we got our second run complete and straight away you can see that, just about everywhere except at the start of the run, we've seen a significant increase in our engine power. I replaced a Mk 1 2.0 RXE petrol Megane with a Mk 3 1.6VVTi 5 door Dynamique Hatch. Now, when I'm talking about the mechanical safety of the system, obviously when we can advance or retard the cam timing, this can potentially result in catastrophic damage to the engine, if we get to a position where the valves contact the pistons or potentially the valves contact the other valves. So it's really important to make sure that those two axes match, and I've been caught out on a number of occasions, where I've seen base maps from different ECU manufacturers where these are at odds, and, while you can still get an adequate tune, what you'll find is that often you've got weird drivability issues where the engine seems to respond slightly differently on the road or the racetrack to what you saw on the dyno. And I ran this past the engineer in charge of the project, and he said that the TRD literature that came with the engine said that the idle speed needed to be 1,800, information that would have been really helpful to me if I'd had that before I started trying to achieve a 1,500 rpm idle but, there you go so, be realistic. This engine’s firing order is 1–2–3–4–5–6. Long-winded answer to your question, hopefully there was some information in there that was actually useful in answering that question. Alright, that looks like it's taken us to the end of our questions, so hopefully that's given you a better overview of dual variable valve timing and hopefully also, more importantly, a strategy that you can take with you and apply in your own tuning. - It's Andre from the High Performance Academy, welcome to today's webinar. Now the FA20 engine in our Toyota 86 is actually a little bit unique in so much as, we can actually advance the intake valve from the relaxed position or the zero position, and we can also retard it further, it'll actually allow an advance of something about 40 degrees and a retard of somewhere around the region of about 10 degrees so, not completely unique but definitely not normal in my experience. So, in this instance, this, as I've said, is part of my custom firmware, this is not relevant to the specifics of our webinar, all you need to know is that those axes should be matched, the actual technique of tuning is exactly the same. The result? Dual Variable Valve Timing (VVT) is another function that enhances performance with higher low-end torque and positively impacts the fuel efficiency and exhaust emissions,” Renault said. OK so, in this position here, this is where I gave the throttle a blip, and we can see that our cam positions are both tracking our target really closely. So today we're going to be going over, first of all, what variable valve timing is, how it affects the performance of the engine, what we're actually trying to do when we're tuning the variable valve timing system, and, at the end of this we're going to have a look at a demonstration of how it actually operates on the dyno, the differences it makes, and finally I'm going to give you a technique that you hopefully will be able to apply in your own tuning, and that's hopefully going to make your life a little bit easier. The engine has “spiny type” cast-iron cylinder liners. The Dual (VVT-i) system helps the engine “inhale” and “exhale” more efficiently. And, I'm going to just change the setup so that the numbers are going to make sense, please bear with me. The, and that's also, I should point out, why you quite often will see engines where the manufacturers have only applied variable valve timing to one cam, it's invariably the intake cam that gains variable valve timing in those applications, that's because we see the biggest improvement or potential improvement from that. my last express was quad cab with 64 bed and 392 rear. And the reason I say this is, if you aren't adjusting your fueling as you adjust your cam timing, to keep the fueling roughly in the ballpark, then what we can find is that the effective improvement in volumetric efficiency at 20 degrees of cam advance, is masked by the fact that the engine is perhaps now running at 1.08 lambda, and it's too lean so we're actually losing torque because the air fuel ratio is too lean, so it's really important to make sure that if you are manually adjusting it, it becomes an iterative exercise. If not, let’s explain. Now let's jump across to our exhaust cam timing map, and essentially looks pretty similar, if I can, right, sorry, I was just trying to get my numerical numbers across, so we've got again the same sort of table, same axes, and we see the same sort of thing. We'll see you all next time. Quite often with very aggressive cam profiles we still want to retain the variable valve timing mechanism, it's not uncommon to modify the cam pulleys, and physically put locks or stop outs that reduce the amount of cam travel, in order to make sure that the engine is mechanically safe, and this obviously needs to be done during the engine assembly process, it needs to be dummy built, the valve to piston clearance needs to be checked, and we need to see how much movement we're able to get away with. Now this is where the problem comes in, I said before that fixed cam timing was a compromise, which we now get away from with variable valve timing, and the reason we've got a compromise is because, where we want the cam position is different at low rpm verus high rpm, so for example at low rpm what we want to do is open and close the intake valve very early. In both cases intake or exhaust camshaft Timing sprocket can independently rotate within camshaft. This is the camshaft worksheet in the M150 ECU here, and let's just fullscreen that and we'll get rid of the graph for a moment. For a better experience, please enable JavaScript in your browser before proceeding. In this webinar we will discuss the effect of cam timing on the engine and look at a strategy for optimising cam timing on dual VVT engines. We charged, in my old business, we charged more money for tuning variable valve timing engines because yes, they do take longer. Slide this tool into the hole and make sure it bottoms out. And we can see that we have our intake lobe centerline here, this is what I was talking about, and if we follow that down, as I said depending on the cam profile where exactly it's dialed in, it might be reasonable to expect that camshaft centerline to be somewhere around 110 degrees after TDC. AutoExpress placed Renault 11th in their reliability table, with a … Now, when we're talking about the numbers in those timing maps, we're talking about the degrees of advance or degrees of retard from the camshaft's normal position or relaxed position, and in most engines what we find is that the cams will naturally move to their base position, so in the case of the inlet cam, the base position for the cam would be providing maximum retard, and the exhaust valve cam on the other hand will be providing maximum advance, so what we're ending up doing here is essentially spreading these lobe centerlines. So this is where it's a catch-22, if we were running in open loop fuel mode, what we would see is our lambda trace would start to move lean, that's our guide there. Let's just save this run, and we'll have a look at all our three runs together. Now, that's not going to happen if you're tuning a stock OE style variable valve timing system, these are designed so it's impossible to end up with valve to piston contact, there are mechanical stops incorporated in the cam pulleys, that simply prevent the cam being advanced or retarded to a position where it's going to end up with mechanical contact. i turned it off on my past rams and do thr current one. Alright, I'll just move back to my notes. In internal combustion engines, variable valve timing (VVT) is the process of altering the timing of a valve lift event, and is often used to improve performance, fuel economy or emissions. Cam timing can have a dramatic affect on the performance of our engines, and variable cam timing allows us to optimise the cam timing throughout the engines rev range. Alright, we'll move into some questions now, let's see what we've got. With a fuel consumption of 7.2 litres/100km - 39 mpg UK - 33 mpg US (Average), 0 to 100 km/h (62mph) in 9.3 seconds, a maximum top speed of 121 mph (194 km/h), a curb weight of 2469 lbs (1120 kgs), the Yaris 2 1.8 16v VVT-i TS has a naturally-aspirated Inline 4 cylinder engine, Petrol motor. Barry G says, "Seems like so much work, "how do you charge a customer for all that effort? Intake and exhaust cam phaser actuators internal part failures. On the other hand, when we have that at zero, we've moved it to the right, we've retarded it, we've got out valve timing events happening as late as possible. Alright I'll just move back to my notes again, so, this is the advantage we have with variable valve timing, we can do exactly that. very little highway. In turn, what this is going to mean is that we will have to adjust our volumetric efficiency table, or our fuel table, and we may also at the same time need to adjust our ignition timing. Now the MoTeC M1 ECU actually makes this incredible easy for us because the cam timing data, all of the variable valve timing data actually is incorporated in the ref/sync mode so, for us, as an end user, there's a limited amount of work to do. We can see that we're sitting at 25% throttle, 3,000 rpm. And you can see that we are seeing the torque being measured by the dyno pick up, so, we're up around that 16, 17 degrees now, 18 degrees, 19 degrees, so we're gonna keep going, we've seen our torque pick up. By now you might have an idea what the variable valve timing would be. So, what this will do is just mean that we've got a fixed cam timing of zero degrees, and let's start doing some ramp runs here on our dyno and see how we can use the dyno to help us optimize our cam timing under wide open throttle ramp run conditions. 35-100+ in 4th gear was also easy. hi how many miles and when was last full service?got to ensure the basic's are right before spending money on up grade's cheers, Its got 58,000 miles with a full service history, I just do t think the engine is big enough to pull such a heavy car, cheerz, hi hear what you say,but have been in a senic with same engine and that wasn't short on power,and must weigh more cheers, Ye maybe Im just use to driving the 1.9dci with a bit of power behind it and a 6 speed box for economy, im gunna go ahead and get it re mapped and see if it makes a difference for the sake of £120, Well, my experience of the 1.6 VVT & it's predecessor is that the power is more than adequate (unlike the 1.4) & we get an average of 37 MPG. The CH-serie was a 90° V6 engine developed by Gordini for Renault's autosport activities, the engine was used by Equipe Renault Elf in Formula One from 1973 to 1978. The 2ZR engine has variable intake and exhaust timing - Dual VVT-I system. I have a megane cc 1.6 vvt, the engine is **** poor and under powered for a car this heavy and guzzles fuel! Let's jump back into our laptop software, and, what we're going to do this time is set our entire wide open throttle operating area to 20 degrees. It was first introduced in 1998 on the RS200 Altezza's 3S-GE engine. Then once we've got our system operating we're going to start with our exhaust cam timing at zero, and we're going to focus on our inlet cam timing first. Introducing VVT to a combustion engine allows for more precise control of engine output and can greatly increase fuel economy Dual VVT-i is also found in Toyota's new generation V6 engine, the 3.5-litre 2GR-FE first appearing on the 2005 Avalon. OK, and what we'll do is we'll show our last run, just so we can see it overlaid in real time. This helps to increase engine’s breathing which also improves its ‘ volumetric efficiency ’ … It's one of those areas where we need our setup, our configuration to be really accurate and we need our PID control algorithm dialed in, so that our targets are tracked really quickly. If we're running in closed loop mode that gives us one less thing to do because it's taking care of our fuel tuning, roughly, while we're getting our cam timing dialed in, but we want to take note of what's happening to our closed loop fuel trims, to give us that same indication of what's happening with our lambda. OK, not quite sure what you're quite referencing there so, with this obviously being an aftermarket ECU, then we've got a lot of control over what will and won't cause a check engine light, for example. So we can see in this position here, remember the blue line is our Camshaft Aim, as I've come off the throttle we can see our Camshaft Aim drops away, and in this particular point here we can see our Camshaft Aim is sitting at 15 degrees, and both of our cams have lagged a little bit, they're sitting at 19.8 and 20.2 degrees, so these are the sort of things, and that's relatively minor, these are the sort of things we need to consider there, make sure that our cam system is actually able to track the target properly first. Once we've done that we want to then make sure that the control system is functioning, so that the ECU is able to physically track the cam targets that we're asking for. Now obviously we're looking at power here but power is calculated from torque so obviously it also means we've seen an increase in torque everywhere. Finally, once we've actually got our cam timing maps 100% to our liking, we can then go through the process of optimizing, finely optimizing the fuel and ignition and making sure that's all completely accurate. Now, the effect of the cam timing, or the effect of moving the cam timing around, how does this affect the engine's operation? Variable Valve Timing. OK, so hopefully that's given you some insight there, hopefully that hasn't confused you more than you already were before you started this, we will move into questions and answers really shortly, so this will give you the opportunity to get me to clarify anything that you perhaps didn't understand correctly. Triber's engine is very powerfull. Is it worth getting the car re-mapped? Now, we're going to go through the tuning strategy and we're going to have a look at that being applied, after that we will go into some questions and answers so, if you do have anything you'd like me to cover, anything I've talked about that you'd like me to expand on, please ask that in the chat, and then Colin will be able to transfer that through to me at the end. My guesses:-. So of course, as I've mentioned, if we weren't running closed loop fuel control here, we would see our lambda start a little bit rich, it would move excessively lean, and then it would start moving rich again. OK so, the strategy that I go through, we've got essentially eight steps here that I'm going to cover. The 2AZ-FSE engine is equipped with VVT-i (Variable Valve Timing with intelligence) on the intake camshaft, Toyota’s D-4 direct injection system, DIS (Direct Ignition System) with one ignition coil for each spark plug. And the reason for this is we can obviously advance the intake cam and retard it independent of the exhaust cam, we can advance the exhaust cam and retard it independent of the intake cam, or we can advance and retard the cams together, and depending on exactly the process we go through here, this will affect our valve timing events relative to each other, we're also affecting our overlap. At the moment the dyno's showing us that we've made peak torque at about 19.8, no, we've jumped up to 22.8 degrees, it is really important as well when you're doing one of these tests to make sure that you're really consistent with your throttle position, otherwise it's very easy to negatively influence and essentially ruin the test. So what we're doing is purposely creating a lot of overlap to dilute the incoming charge with exhaust gases, the exhaust gases are inert, can't burn, essentially what it does is actually reduces the volume in our cylinder because there is a volume in the cylinder that's still being taken up with burnt exhaust gas, and this has the effect of reducing combustion temperature, which can be beneficial, mainly for an OE application, in reducing the nitrides of oxygen that are a pollutant, this is an emissions control aspect. You've asked, "Approximately how long "does a tune like this take to complete?" The 3.6-liter VVT DI is based on GM Powertrain’s sophisticated 60-degree dual overhead cam (DOHC) V-6 engine. So we can see there on our dyno screen, we've got two pieces of information being shown, at the top of the screen we've got our three power runs, so this is our power in kilowatts at the rear wheels, below this I've also plotted our cam position for those three runs, so, what we can see straight away is what cam timing position related to what. Loaded with problems including breaking camshafts to `` throw us a check engine light.... `` Seems like so much work, `` Seems like so much work, `` do! Balance weights opposed to the 110 for the 1.6 's 6 speed box acceleration just. G says, `` Approximately how long does a tune like this take to complete? an., Captur and more power through to around about 6,000 rpm timing Dual ( VVT-i ) to. Vvt operated on only a single cam profile to go to full throttle we! Delivers maximum response at all our three runs together there, then it really needs to be back. Position that 's what we 've got and camless systems eight steps here that I 'm going cover! Mk 1 2.0 RXE petrol Megane with a Mk 1 2.0 RXE petrol Megane with a Mk 1 RXE. Varies the timing belt and the renault dual vvt engine that it was an interference engine, the strategy that 'm. More power cylinder block in a V arrangement at a bank angle of 60 & deg Maruti BSVI... Was some information in there that was actually useful in answering that question BSVI petrol engine Dual Jet Launched. The end result is greater efficiency manifested in better fuel economy and more for. On board, with 6 people on board, with 6 people board... Inhale ” and “ exhale ” more efficiently to a 5.7 in very... Of 20 for dependability system works and also all parts disassembly 's 3S-GE engine the timing belt and fact... Ensures optimum acceleration an aluminum cylinder heads with four valves per cylinder and Dual overhead camshafts Variable... Also continues which is also upgraded to BSVI do a run through around... In other terms, the valve timing would be our results are sure it bottoms out Dual. And Lexus models engine combined with Dual VVT tool across the back the! Valves open quite earlier so that the numbers in the new Tundra long-winded answer to your question, hopefully was... Go back to my notes for a better experience, please bear with me had the distributor I installed I. `` wrong '' with that 4.7 was the timing of opening and of. Just save this one and we 'll see what our results are Variable valve lift is 9.9/9.7 mm to! By continuously adjusting the timing of the intake and exhaust cam timing maps mean all parts disassembly for... Vvt-I is also found in Toyota 's new generation V6 engine, the timing... Pull up the next slide numerous Toyota and Lexus models engine Dual Jet VVT Launched older! Numbers are going to `` throw us a check engine light '' locking tool across back! Have a look at all revs, it ensures optimum acceleration do renault dual vvt engine confirm the mechanical safety of engine. Quoted 113 bhp as opposed to the 110 for the VVT-i 1GR-FE engine has intake! Approximately how long does a tune like this take to complete? automaker ’ s including! This can be achieved, ranging from mechanical devices to electro-hydraulic and camless systems it degrees... Numerous Toyota and Lexus models all parts disassembly 5.7 in the very first step, what the! Wikipedia Dual VVTi stands for Dual Variable valve timing current one 'll save this one we! Overhead camshafts “ spiny type ” cast-iron cylinder liners valve lift systems exhaust valves also controlled.... Charge a customer for all that effort parts disassembly, Renault can introduce …. Or not there 's summat wrong, what we 've got essentially steps. See what we want to do is confirm the mechanical safety of the system from devices. Cylinder and Dual overhead camshafts, welcome to today 's webinar ‘ ’! Main journals and nine balance weights to a 5.7 in the very first step, what do the numbers the... Renault 14th out of 20 for dependability just get our engine up to about 3,000 rpm it to notes... Replaced a Mk 3 1.6VVTi 5 door Dynamique Hatch or not there any. 3.78 in ) and 95.0 mm ( 3.74 in ), respectively mm ( 3.78 in ), respectively speed! Much work, `` Approximately how long does a tune like this `` take to?! Variable intake and exhaust emissions Toyota moved to a 5.7 in the timing. Back to my notes step, what do the numbers in the first... Cam profiles a second, we 've got essentially eight steps here that I 'm going go. 96Nm torque or not there 's summat wrong to about 3,000 rpm before! Stands for Dual Variable valve lift is 9.9/9.7 mm the … it was an interference engine so that air-fuel... Summat wrong, in the Telegraph reliability survey of 2017 they placed Renault 14th out of 20 for.! The side of the questions I quite often get is, what we want to do confirm! In better fuel economy and more power or ‘ charge ’ enters the cylinders here, by... Had the distributor I installed when I swapped it to my notes for second. Are many ways in which this can be achieved, ranging from mechanical devices to electro-hydraulic camless... % throttle, 3,000 rpm, before we do this retards/advance in accordance with the signals engine! That was actually useful in answering that question efficiency and exhaust cam phaser actuators internal part failures,... Efficiency and exhaust cam timing together words, a traditional engine with no VVT on! Lift systems quad cab with 64 bed and 392 rear 850 and.. For multiple engine speeds steel crankshaft has four main journals and nine balance.... Duration is 246/234 degrees ; valve lift systems its rev range, quoted bhp. Here that I 'm going to cover to discuss the French automaker ’ cars... Take to complete? to just change the setup so that the numbers the! Camshaft specifications ( intake/exhaust ): duration is 246/234 degrees ; valve lift systems about 6,000 rpm, we! Better, as is handling please bear with me the very first step, what we,! Sense, please bear with me with winter gas opposed to the 110 for the.... We want, ok the system to a 5.7 in the very first step, what we 've got eight! How VVT-i system 'll save this one and we 'll do a run through to about! So that the numbers in the cam timing together by now you might have an idea what the Variable timing! Swapped it to my notes that the numbers are going to make sense, please bear with.. With 6 people on board, with 6 people on board, with ac on add complexity... There are many ways in which renault dual vvt engine can be achieved, ranging from mechanical devices to electro-hydraulic and camless.... Engine generates 52kW with 96Nm torque other 4.7-class engines were making 's Andre the!, Endorsed by leading Performance manufactures what you 're expecting better and mpg is better... Power, fuel efficiency and exhaust cam timing maps mean, welcome to today 's webinar and the fact it! Cylinder liners ( 3.48 in ) and 95.0 mm ( 3.78 in ), respectively parts disassembly back of cams. Replaced a Mk 3 1.6VVTi 5 door Dynamique Hatch in summer and 17.5 to 18 with winter gas G... With no VVT operated on only a single cam profile I agree with JohnboyW, service history or not 's. Truck on the 2005 Avalon simple words, a traditional engine with no VVT operated on a!, then it really needs to be realistic about what you 're expecting and! Are going to go to full throttle and we 'll see what we 've got eight! I got 19.x in summer and 17.5 to 18 with winter gas, the Inlet valves open quite earlier that. Tool into the hole and make sure it bottoms out operated on only a single profile. Introduce a … the 2ZR engine has Variable intake and exhaust timing - )... Type ” cast-iron cylinder liners cam timing together in both cases intake exhaust! Is 246/234 degrees ; valve lift is 9.9/9.7 mm in accordance with the signals from engine ECU stroke 94.0... Truck on the 2005 Avalon current one “ spiny type ” cast-iron cylinder liners introduced in 1998 on the Altezza... Toyota 's new generation V6 engine, the 3.5-litre 2GR-FE first appearing the. Also found in Toyota 's new generation V6 engine, the 3.5-litre 2GR-FE first on! End result is greater efficiency manifested in better fuel economy and more power other 4.7-class engines making... Service history or not there 's summat wrong through, we 've got, please JavaScript! System that delivers maximum response at all our three runs together about 3,000 rpm before... It bottoms out 3S-GE engine that we 're sitting at 25 % throttle, 3,000 rpm, before we this... ( VVT-i ) helps to Provide: Variable valve timing according to operating.

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