Yeah, that is what I am seeing for the biggest use of VVT, is idle quality with more aggressive cams and emissions. The VVT actuator in the dodge viper has something like 45* of rotation, but dodge only uses about 38* of it however.

I am kind of surprised that a hand held scanner would have the ability to adjust the cam phasing, or let alone the computer on the car had the ability for something to adjust timing manually on the fly.

 

Anyone who is screaming for a pushrod motor vs. an OHC for better performance knows little or nothing about engines.

 

Why couldn't you? You can change almost every part of a computer controlled car system with a NGS.

 

I'm saying, I can see reflashing the computer, and manually locking the cam phasing, but the ability to adjust on the fly without any aftermarket PCM programming just surprised me.

Also, anyone who thinks that over-head cams makes an engine magically more powerful then a pushrod engine knows little to nothing about engines.

 

Didn't say that. Plenty of sluggo OHC motors. With a clean sheet of paper and performance in mind, what would you build?

 

Depends. If physical engine size is an issue, then OHV for sure. Want to keep the over all valve train simpler, OHV as well. If i want leeway to bring the revs up, then OHC. If overall engine size and cost and complexity is not a problem, then sure lets stay high tech (sarcasm) and go OHC.

GM and Chrysler engineers sat down and with a clean sheet of paper and performance in mind, they decided on pushrod V8s.

 

Excellent point. Those engines certainly make "enough" power for the application.

 

The Ford Ti-VCT is more infinitely variable than Honda V-TEC.

SOHC and DOHC will allow higher RPM with better valve control. No more bent pushrods and less likely to float valves.

 

There are fewer moving parts in the valvetrain of an overhead cam engine than an overhead valve engine. A 4V OHV motor needs a pushrod and lifter for every valve; two additional parts for each valve. And those pushrod/lifter combos need to change direction twice every camshaft rotation. That is a lot of inertia.

Not sure GM and Mopar started wtih a clean sheet of paper for their motors. It looks like a lot of cost cutting by limitling retooling costs.

 

Ford Ti-VCT is not more variable then V-TEC. V-TEC not only has variable cam phasers, but two completely different camshaft profiles. Ti-VCT only has cam phasers. Yes OHC allows for better high RPM control, but realistically the target audience of these V8 engines don't want to rev much over 7000 RPM, which pushrods are plenty good for.
It is possible to have 4 valves and only two pushrods. Almost all the 4 valve diesels (besides the 6.7 PSD) use two pushrods per cylinder, with a "bridge" between the two valves.

But that's a moot point anyways, since GM and Chrysler are both making tons of power N/A with their 2 valve heads.
The only thing that interchanges between a Gen 1/Gen 2 SBC and the Gen 3 (LS series) engines is the connecting rod bearing inserts. Nothing else.

Likewise for the Hemi, it shares nothing in common with the 318/360 LA series engines.