Originally posted by No7Yet
As an addendum to Brian's post, c.f. Ted's "peanut gallery" comment.

Originally posted by Icemark
Okay I'll point out your post:

You posted:


Which has nothing in it about the VDI operation other than you say its not working, because you removed the air pump.

Exactly. With the VDI not hooked up, the VDI actuator (dashpot) is forcing it via spring pressure into the closed position. Which means the VDI is in the low-RPM position.

When did i say anything about the air pump controlling the VDI. It sounds like you don't even know what you did?

I never said you did, but it's a fact. If you have any common sense you know that if you remove (only) the air pump, both the 5/6 ports AND the VDI will remain (via spring pressure) in their low-RPM setting. Pressure from the airpump (in a system functioning the way it came from the factory) will open them at their respective settings.

If the VDI is not working it is either in the Low RPM position or the High RPM position.

No. It will always remain in the low-RPM position if the VDI circuit is not functioning unless the spring-loaded dashpot has been removed from the VDI unit.

In the high position you would have increased power and pull from about 4500/5000 RPM up because of the better airflow though the intake manifold and intake ports on the motor VS the VDI in the low RPM position.

The VDI does nothing to the ports. Only the geometry inside the upper intake manifold. It does not create "better airflow." Good try though! See below for more!

Its a valve? fine if you have it not working as it shoul, that is your choice, but if it is not working it is either sitting in the low RPM position (which would have minimal effect on the 5th/6th ports intake tracts) or in the high position with has major effect above 5000 RPM on air flow through the intake and 5th/6th ports.

VDI is somewhat of a valve. Inside the intake, the VDI chamber is rotated by the dashpot, which is fed by a solenoid getting it's pressure source from the airpump. When it is rotated, it changes the intake geometry so that when #1 rotor closes the intake port, it sends a pressure wave across the intake that hits the #2 rotor intake port just as the intake cycle begins and vice-versa from rotor #2 to rotor #1.

And your name calling and poor attitude doesn't help anyone understand where you are coming from or how you reached your conclusions.

Originally posted by Icemark
Do me a favor, next time you are in there, check the actual position of the VDI. I suspect (and I might be completely wrong) that the vibration or build up or something has made the VDI move out of the low position.

The VDI was in the low-RPM setting (counter-clockwise when viewed from the driver's side). The VDI worked fine with everything hooked up. Pushing against the spring loaded dashpot resulted in the chamber being pushed back to it's low-RPM setting when released. The whole reason for me diving into the project several months back was the 5/6 ports were working too slow.

My VDI was wired open a couple of days later. I like breaking 245/45-17 Falkens loose in the top of 1st

I won't be diving under the hood and adjusting 5/6ports or VDI anymore. I'm dropping a TII in this weekend. I'm almost fed up with motor/tranny swaps. I did a J-Spec this past weekend, pulled the motor out of my car and did a tranny swap on another the previous weekend. And to think, there's another swap to do after mine. I'm tired already.

I have seen that on disconnected systems before.

And again, sorry to upset you so, just trying to understand how you got to your conclusions. To some people at rest mean simply that it is not controlled and sitting where ever it was last placed.

Again, I'm used to talking with other gearheads who know their systems inside and out and usually have a few FSMs around. I didn't mean to bark down your throat, I have a short fuse sometimes.