[KoolBRZ]

I've developed cam profiles that work best over many different NA or boosted applications. The only thing I change now is to move the whole curve 1 degree left or right to increase or decrease valve overlap. I can't really call it more advanced, or more retarded, since it is both. The Intake advances more, and the Exhaust retards more. So, the only accurate way to describe it is more or less valve overlap. Since the curve doesn't change, it isn't so much what engine speed the changes occur at, earlier or later, but more like at what engine load, (throttle input) the changes occur at, earlier or later.

The only change to the profile curve that would occur would be on the far right side, above 1.0 load, where the maximum advance, or retard, is set. I don't use increased overlap at lower engine loads for EGR, so my curve yields a lower city mpg, but highway mpg is up to 40 mpg, depending on what gearing, tires and etc. you have.

I've tried hundreds of maps to determine the best spacing for the curves on my AVCS maps, and I've found a spacing method which works very well. The Intake is more aggressive than the Exhaust because it works best that way. The Intake spacing as the rpms go up is 1 to 2 between idle and 2k rpms, and then 1 to 3. between 2400 and 3600 rpms. The Exhaust spacing is just 1 to 2, with the same section between 3600 - 4800 advancing between loads, but not between rpms. (see pics below)

I believe the AVCS profiles should be mathematically smooth curves, like the camshaft lobes, without holes or bumps, and that any compensations for localized conditions should be made in the Requested Torque B, Base Timing B, MAF sensor Scaling, and Fueling tables. After all, the AVCS tables are really just an extension of the camshafts themselves, and you wouldn't expect to find a small bump, or hole, in the middle of a camshaft lobe, would you?