VVTuner & ITB
 

I am going to do a VVT head swap on my 94' ITB running MS2 in ITB load.
In the VVtuner software, the Y axis cannot be changed to TPS or ITB fuel load other than MAP.
Will I run into trouble when I use this with ITB where it doesn't have a smooth MAP signal?

Also, can I use the wifi dongle with the VVTuner box?

Is there any base tune I can use?

Sorry for my bad english.

You can trick it by removing the MAP sensor, and connecting the TPS signal to the PCB's MAP signal pin.

FYI, make sure you get the VVT intake manifold as well. I'm in the process of this same swap, I was under the impression the 94 intake & exhaust mani's bolt right up to the VVT head...apparently just the exhaust does.

I must misunderstand how ITB's work, Calteg.

If he's running ITBs, why would he need the VVT intake mani?

I'm dumb. Really dumb.

lol

IRTBs + 4 squaretops = baller.

I would try running it in map first. It might be ok, especially since I dont see too many vvt maps that vary a lot with map, besides just having it not do anything at low map.

Ok. I may try it with map.

will the vvtuner work with the wifi dongle?

I need to bring this thread up again as I am thinking about replacing my 1994's IRTB equipped engine with a VVT. Because I have a MS2Extra that will not control the VVT I will need to get a VVTUNER. Has anyone tried either of the two suggestions made above? Either staying with MAP or feeding the TPS signal to the VVTUNER instead of the MAP. Thanks, Chuck

You're also going to need a new set of ITBs.

Or a new adapter plate at the very least.

I run my DIYPNP using Alpha-N and the VVTuner by MAP, but the cam give so little vacuum so the MAP signal is a poor load indication.
Having the same value in the whole columns (no variation with MAP) means that there is no need to have the MAP connected at all.

MSIII would of course be able to use the same load for VVT as the rest.

Do you actually run the car like this? I'd expect driveability to be poor at 3500-4500 and low throttle openings - I've found that advancing the intake cam at anything under 50kpa or so causes bucking and surging.

I would try what Dimitris suggested earlier in post #2. It has not been attempted prior that I know of, but I find the theory to be sound. Clever really.

The other option is to upgrade your MS2 to MS3 with MS3X and gain native VVT control and sequential injection.

It's still early days but I don't get below 60kpa anywhere now. ²top currently. 305 duration makes things a bit different though (no big advances, 24 degrees create contact valve-piston).
I'll probably learn more about VVT quirks during mapping runs tomorrow.

ITBs with mild cams will not have the same problem but the jump from some vacuum to none is close to instant (so MAP is almost only a closed throttle switch).

Thanks for input. The 1.8 IRTBs I have, together with my adapter plate, will fit the VVT engine. Vacuum with my stock cam on the '94 engine is about 35 at a high idle of 1100. It goes to about 85 with TPS only showing 6% open, so I do not think I can use MAP for the VVTUNER input, but I wanted to ask if anyone had done this. Using the TPS seems like the way to go. How would I wire this? I have a Reverant MS2 Extra and I now have it connected to the original TPS (veriable) with stock wiring. I believe that's 0 to 5v. My wiring knowledge is very thin and I seem to remember folks having problems when splitting sensors output to add a VVTUNER. Chuck

Gotcha. Totally different application from what I'm used to. Carry on :)

I just installed it yesterday and notice it doesn't fit~~ .
then , I drill a few hole on the adapter and it's done now~