Pic of Service Manual page that shows the adjustment bolts:

http://www.the370z.com/members/wstar...9-41-21-am.png

Almost everyone seems to be running FI kits on the stock 11:1 motors right now. So while it wouldn't necessarily be the optimal setup for FI, it should still be a feasible option.

Would balancing the engine not be something that was done when putting it together?

I mean, you can. It's just if i am dropping that much building the motor...hell, even just that time...i am gonna build it up for my end goal.


V6 motors are inherently unbalanced.

Thats pretty cool!

It seems like a case of removing the rocker cover, manually locking the arms to max lift and turning the crank over by hand to see if theres any P2V contact...

^^ Go try it and let us know :icon17:

You first :D

I would *guess* that the factory lift spec for the adjuster is so they can have reasonable mfg tolerances. e.g. some of the VVEL units mfg'd will have slightly different physical limits, but the factory spec is something that all VVEL units can be adjusted to at the factory with those bolts. You might find that some engines have more leftover room on the adjust than others (or even different on the two sides of one engine, and you really want them to match up perfectly). Still, even assuming most engines have some usable adjustment headroom on both sides and you could adjust them perfectly in sync with each other, and it doesn't cause physical contact, you're left with question marks about whether the stock ECU can deal with that safely, and/or what (possibly unknown) tuneables to tweak there to make it work right).

:iagree:

I think coping with the new angle and lift induced by manual adjustment would need another cam angle table in aftermarket software.

I'm all about P2V contact. :roflpuke2::roflpuke2::roflpuke2:

I guess the big question is how loose are things set up? If that extra potential lift that isn't being used is there to aovid problems due to potential valve float at high revs maybe it's best left alone...

It just seems really surprising to me that with better flowing intake and exhaust components that VVEL tuning wouldn't be advantageous, but data trumps theory so... :icon14:

I'd really like to know more details about what kinds of tests and adjustments were done before the conclusion "not worth it" was determined :shakes head:

I agree, providing you have piston clearance plus another table for the 'extended' cam opening in terms of fueling and ignition. I dont see how another 0.025" of lift and 5 degress of duration wouldnt make power on a bolt-on equiped Z

Looking at a bunch of I/H/E dynos generally shows everyone running out of puff around 7k RPM, unless the exhaust cam is the limiting factor thats where the additional lift should help out.

Hope this isnt a repost!

.

Not holding my breath for someone to crack VVEL but I hope someone does it. It looks like it will need both a hardware adjustment and separate ecu tuning.

Revive, but I'd like to know if anyone has messed with this adjusting screw for intake lift. Or would it not work at all?