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Is there a way to add variable timing to the G6's other than the 09 g6?
Adding Variable Timing
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I think it'd be too much of a PITA to do. If you have the time, money, patience and are out of your factory warranty or have high miles on the current engine, then at least it's a project that'll keep you busy! Cheers.
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I agree with this, a true VVT would require the cam shaft to move or an aux (for the lack of a better word) cam lobe per cylinder. This IMO is a major mod that would be, as stated, a PITA for a daily driver. Please, if I'm wrong let me know.
You could buy a Pinto
with the I-VTEC. (Like me)Yo do this via "TUNE" ?Variable timing or Variable VALVE Timing? Variable timing I can do in the calibration
valve timing is pretty much what you do when you've got mods done to your car. you can advance/retard the timing to get more power at higher rpms. usually turbo/NOS cars retard their timing and vise versa for the NA/no bottle builds.I agree with this, a true VVT would require the cam shaft to move or an aux (for the lack of a better word) cam lobe per cylinder. This IMO is a major mod that would be, as stated, a PITA for a daily driver. Please, if I'm wrong let me know.
You could buy a Pinto
Yo do this via "TUNE" ?
so yes, you do this via tune. it pretty much has to do with when the plugs fire.
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The original question.
Just so I'm getting this straight; a tune "tunes" the existing timing of an engine to optimal performance levels with reference to stock timing.
I know that most typical automotive engines timing is “variable timing”. Before the electronic age, engines “varied” their timing via vacuum advance (which advanced the timing via crankcase negative pressure), now the CPU does this function. So when the question is asked
I want to be clear that this is simply a terminology issue on my part and not some new technology I’m not familiar with. I’m not trying to call BS or anything like that, I’m just being sure I understand the question because I’m under the impression that all cars on the road have an ignition system with variable timing.
Edit;
I'm not talking about VVT, I know what that is.
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A tune adjusts fuel/air ratios and ignition system (spark timing/voltage) also if your valves or cam is controled electronically you can tune those with a "tune"
This is what the question is:
Im talking about getting dirty and replacing the cams with a two-profile cam which is V-TECH and of course all the electronics to make it work. Read this whole page and i want to see if its possible to add V-TECH and VVT to optimze performance which both together is called i-VTECH. So my question is Can i add either/or V-TECH, VVT, or i-VTECH to my engine? Whats possible and not possible?
Read here:
http://www.valvoline.com/car-care/automotive-system/engine/dsm20040901vt
Of course this is a major mod, but im just curious.
This is what the question is:
Im talking about getting dirty and replacing the cams with a two-profile cam which is V-TECH and of course all the electronics to make it work. Read this whole page and i want to see if its possible to add V-TECH and VVT to optimze performance which both together is called i-VTECH. So my question is Can i add either/or V-TECH, VVT, or i-VTECH to my engine? Whats possible and not possible?
Read here:
http://www.valvoline.com/car-care/automotive-system/engine/dsm20040901vt
Of course this is a major mod, but im just curious.
Wow am I confused.
I thought..
VVT Variable valve timing is the increase or decrease of the cam it self (rotated either clockwise or counter clock wise) as the engine speed and load changes.. Not really sure how the mechanics work though. As for loosing power I don't think that is the case. Any way you can make the fuel air ratio burn more efficiently you gain power and better performance.
As we used to do on non ECM or prom controlled engines. Thus when you install the cam, instead of installing it at 0 deg you can degree the cam itself by increasing or decreasing the VALVE timing. We used a degree wheel for this. Not to be confused with ignition timing.
VVT does this exponentially.
Ignition timing.. A distributor has 2 distinct ways if advancing the ignition timing one mentioned was vacuum advance. The other is centrifugal advance where by fly weights and springs are used to increase ignition timing. As the engine speed is increased the fly weights spread apart and advance the rotor inside the distributor. The vacuum advance does the same accept when the engines vacuum changes vacuum advance increases or decreases the rotor. This is why you have to disconnect the vacuum advance before setting your initial timing by rotating the distributor.
Hence a 455 Pontiac stock would be somthing like this.
RPM 800
Initial advance of 8 degrees before top dead center.
Intake vacuum of 15 inches.
Vacuum advance hooked up I think is 12 deg.
Total ignition timing of 35 or 45 deg (I cant remember which) at 3000 PRM.
When engined came out that had Prom controlled ignition timing The fly weights and springs went away ( and sometimes they deleted the vacuum advance as well). The computer controlled the timing by way of induction. Some still had a vacuum advance though.
With the DRI3 type ignition we have no distributor. The computer takes care of everything. The is where GTPrix comes in. I wish I knew how to tune this stuff...lol I would like to learn how to do that.
I thought..
VVT Variable valve timing is the increase or decrease of the cam it self (rotated either clockwise or counter clock wise) as the engine speed and load changes.. Not really sure how the mechanics work though. As for loosing power I don't think that is the case. Any way you can make the fuel air ratio burn more efficiently you gain power and better performance.
As we used to do on non ECM or prom controlled engines. Thus when you install the cam, instead of installing it at 0 deg you can degree the cam itself by increasing or decreasing the VALVE timing. We used a degree wheel for this. Not to be confused with ignition timing.
VVT does this exponentially.
Ignition timing.. A distributor has 2 distinct ways if advancing the ignition timing one mentioned was vacuum advance. The other is centrifugal advance where by fly weights and springs are used to increase ignition timing. As the engine speed is increased the fly weights spread apart and advance the rotor inside the distributor. The vacuum advance does the same accept when the engines vacuum changes vacuum advance increases or decreases the rotor. This is why you have to disconnect the vacuum advance before setting your initial timing by rotating the distributor.
Hence a 455 Pontiac stock would be somthing like this.
RPM 800
Initial advance of 8 degrees before top dead center.
Intake vacuum of 15 inches.
Vacuum advance hooked up I think is 12 deg.
Total ignition timing of 35 or 45 deg (I cant remember which) at 3000 PRM.
When engined came out that had Prom controlled ignition timing The fly weights and springs went away ( and sometimes they deleted the vacuum advance as well). The computer controlled the timing by way of induction. Some still had a vacuum advance though.
With the DRI3 type ignition we have no distributor. The computer takes care of everything. The is where GTPrix comes in. I wish I knew how to tune this stuff...lol I would like to learn how to do that.
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I guess my answer would be, I don't know if that would be an available mod for your engine. As some members have stated they have a G6 engine that has VVT I would assume it's a possibility. But WOW, that's a whole lot of work.
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the only way it would happen is if i had the motor rebuilt. but this car will be long gone before the motor needs a rebuild.
If one wants it badly enough, it'd be easier to sell the current car and purchase one that has the tech, but really, I'd stick with what works, as GM has done for the last half century: pushrod engines. Even the new 3.6L world engine is too high tech that I probably wouldn't want to tear into it even if I had to!
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