Toyota VVTi Setups

[JustCallMeOrlando]

There is much conjecture about the different setups. We've discussed putting this thread up as a definitive source. So here it is. I can collate any general information here and I'll have a post for each engine to follow. Once we've argued it here enough, I might copy it into Wikipedia so it's available for everyone.

Relevant Links
http://www.toymods.net/forums/showthread.php?t=14338
http://www.mmsport.com.au/Technical_Documents.php
http://www.toymods.net/~rod/Technica...comparison.pdf

[JustCallMeOrlando]

1UZFE VVTi
Variable Cams
Inlet
Actuation

Factory Sensors
Cam Sync -
Fixed single tooth on left bank inlet camshaft. The sync pulse is fixed at 90 degrees BTDC and does not move with respect to crank.
Crank Trigger -
36 minus 2
Cam Position Sensors -
Left and right intake cams have a 3 lobe trigger, with odd 'Y' oriented lobe positions. One lobe positioned at 90deg and two at 135 (insert pic as that's not clear). Passenger side bank contains cylinder #1 and trails the drivers side by 90 degrees.

Questions to Solve
-Why 3 oddly arranged lobes are required to accurately position the cam with respect to a TDC trigger. as opposed to say 3 evenly spaced lobes, or even just one single lobe. why three (when theres already a cam sync on the front of the camshaft) and why oddly spaced?
Crank trigger and Cam Sync are all that's required to run the engine and provide full cycle timing for fully sequential injection and ignition events.

[JustCallMeOrlando]

3SGE BEAMS (Gen 5)
Variable Cams
Inlet, Exhaust
Actuation

Factory Sensors
Cam Sync -
None
Crank Trigger -
36 minus 2
Cam Position Sensors -
4-1 on the back of both cams but in different locations to work out where No1 tdc is. (Locations to be measured and confirmed)


Note: both these pickups on the cams are variable to the crank therefore the ecu relies solely on the 36-2 to adjust the cam positions accordingly.

[JustCallMeOrlando]

This is for the 1ZZFE/2ZZGE setups.

1ZZFE
Variable Cams

Actuation

Factory Sensors
Cam Sync -

Crank Trigger -

Cam Position Sensors -


2ZZGE
Variable Cams

Actuation

Factory Sensors
Cam Sync -

Crank Trigger -

Cam Position Sensors -

Notes

I have found a general document on the development of the 2ZZ. It adopts a variable valve timing and lift system called VVTL-i. It operates under a single change over point between a low and high lift cam at 6000rpm, with the intake cam timing able to be continuously varied. Further details can be found in the document below (doesnt allow direct linking so download the one with the same title).

[JustCallMeOrlando]

JZ
Variable Cams

Actuation

Factory Sensors
Cam Sync -

Crank Trigger -

Cam Position Sensors -

[JustCallMeOrlando]

MZ
Variable Cams

Actuation

Factory Sensors
Cam Sync -

Crank Trigger -

Cam Position Sensors -

[JustCallMeOrlando]

1GZFE
Variable Cams
Inlet
Actuation

Factory Sensors
Cam Sync -
None (to be confirmed)
Crank Trigger -
36 minus 2 (to be confirmed)
Cam Position Sensors -
Three lobe trigger on the back of the inlet cam. Evenly spaced layout with lobes at 120-120-120. (to be confirmed)

[JustCallMeOrlando]

UR engines
Variable Cams

Actuation

Factory Sensors
Cam Sync -

Crank Trigger -

Cam Position Sensors -

[ed]

this is for me arguing with glenn

[ed]

this is for me arguing with rod

[whatthe?]

This is for that unknown engine (apparently) the VVTi 1JZ

[JustCallMeOrlando]

1GFE
Variable Cams

Actuation

Factory Sensors
Cam Sync -

Crank Trigger -

Cam Position Sensors -

[ed]

ok, ill start:

1uz vvti setup:

cam sync is fixed single tooth on left bank inlet camshaft. The Sync pulse is fixed at 90 degrees BTDC and does not move with respect to the crank

crank trigger is 36 minus 2

cam position - left and right intake cams have a 3 lobe trigger, with odd 'Y' oriented lobe positions (basically x1 90deg and x2 135deg, also could be thought of as 8 minus 5). The Passenger Side bank contains cylinder number one and trails the Driver's side cam by 90 degrees

crank trigger and cam sync are all thats required to run the engine and provide full cycle timing for fully sequential injection and ignition events

the question is - why 3 oddly arranged lobes are required to accurately position the cam with respect to a TDC trigger. as opposed to say 3 evenly spaced lobes, or even just one single lobe. why three (when theres already a cam sync on the front of the camshaft) and why oddly spaced?

[JustCallMeOrlando]

This is for that unknown engine (apparently) the VVTi 1JZ

Haha. give us a break princess. I'm on a couch on my phone Assuming it's the same as the 2JZ so added above. If i'm incorrect in that assumption let me know

[whatthe?]

Haha. give us a break princess. I'm on a couch on my phone Assuming it's the same as the 2JZ so added above. If i'm incorrect in that assumption let me know

Depends on the scope of information to be shared. Whole engine or solely the VVTi function?

The VVTi 1J has a higher compression ratio than the twin turbo 1J or either VVTi or non VVTi 2JZGTE (9:1 vs 8.5:1). It's also a ceramic wheeled, ball bearing (reportedly) single turbo engine wheas all other JZ turbos use twins

I'll have to do some research on the actual VVTi setups to see if they differ greatly though