Originally Posted by
jddoxtator
Far as i am aware, there is no spark, torque or SD data that is a part of the VCT Optimum Power conditions. Every option in the table seems to reflect that it only affects Valve timing variables side of the equation. Obviously the change in VE speed density calculation changes the other maps, but it doesn't set specific number for those maps according to what I am seeing in the options for VCT Optimum Power. Maybe something unique to early 2015 models? This is an F150 by the way not a mustang.
Good to know that both conditions have to be met. Yes I basically match the load axis and pedal positions, with Power Enrichment maybe happening just a little before Optimum Power by about 5-10%. Not sure that throttle position directly translates to load, but should be close.
Are you sure the cam timing tables in Optimum Power are not additions and subtraction to the default cam opening positions? Its the only way the numbers in the table make any sense. Otherwise in Optimum Power we are actually opening the intake valve 10 degrees after TDC in low rev ranges and 20 degrees after TDC mid rev range. That seems like a recipe for absolutely zero power not optimum power. Stock Intake OP table looks like this:
RPM
1000 -10.00
2000 -10.00
2250 -10.00
2500 -5.00
2750 -5.00
3000 -20.00
3500 -20.00
4000 -8.00
4500 -6.00
5500 10.00
6000 20.00
As you can see, these values would not make any power if they are referencing TDC. That's not how you want valves to work. As a negative number would retard timing and a positive would advance if referencing TDC. However, if we take the stock Intake Camshaft - Intake Valve Opening 340.00 that is on the same tab page and apply those number to this. The table numbers actually make sense. In Intake Valve Opening i am assuming 360.00 would be TDC of the intake stroke.
Reversion won't be a problem here as there is no MAF sensor, just a MAP. Also, no Ram scoop on this vehicle. Just a cold air intake. I thought the goal was to open the intake valve earlier at low RPM to allow the vacuum created by the exhaust speed to start pulling in intake port gases earlier in the intake stroke, maximizing this at mid RPM where the Volumetric Efficiency of the engine is at it's max and then closing it down near high RPM to, as you suggested, trap the compression better and deal with shorter windows of operation due to high RPM?