VVT Motor
Thread Starter
On The Tree
Joined: Nov 2008
Posts: 109
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VVT Motor Just picked up an escalade 6.2 with the variable valve timing. we are probably gonna put this in a rockcrawler but we cant decide what to do with the vvt system. we were told if you unplug it it will default to center position but we are interested in putting this technology to use to get the most out of this motor
TECH Fanatic
Joined: Jul 2005
Posts: 1,685
Likes: 7
From: Beebe, Arkansas
Just picked up an escalade 6.2 with the variable valve timing. we are probably gonna put this in a rockcrawler but we cant decide what to do with the vvt system. we were told if you unplug it it will default to center position but we are interested in putting this technology to use to get the most out of this motor
VVT is "having your cake and eating it too". People who just toss it without trying to understand its benefits aren't doing themselves any favors.
VVT allows you to not have to play the "give and take" game. You don't give up torque on the bottom end to make power on the top. VVT allow you to get the best low end, the best mid-range, and the best HP available because you the cam isn't locked. You get to move it constantly letting the engine always make optimal power!!
GM High Tech Performance just did and article using a Comp Cams VVT camshaft(cam, springs, phaser limiter ONLY) and gained 70HP and didn't loose anything, anywhere....That's ridiculous! Totally impossible without VVT! The engine makes 500hp and has a 222/236 camshaft with like .570-600 lift, I cant remember specs exactly, but its extremely tame.
http://www.gmhightechperformance.com...all/index.html
Now your limitation on camshafts is piston to valve clearance. Swap out pistons and a new world would open up.
Can you tell I wish I could have this for me???
Edit: Wow, I had a lot of spelling errors...I fixed it.
VVT allows you to not have to play the "give and take" game. You don't give up torque on the bottom end to make power on the top. VVT allow you to get the best low end, the best mid-range, and the best HP available because you the cam isn't locked. You get to move it constantly letting the engine always make optimal power!!
GM High Tech Performance just did and article using a Comp Cams VVT camshaft(cam, springs, phaser limiter ONLY) and gained 70HP and didn't loose anything, anywhere....That's ridiculous! Totally impossible without VVT! The engine makes 500hp and has a 222/236 camshaft with like .570-600 lift, I cant remember specs exactly, but its extremely tame.
http://www.gmhightechperformance.com...all/index.html
Now your limitation on camshafts is piston to valve clearance. Swap out pistons and a new world would open up.
Can you tell I wish I could have this for me???
Edit: Wow, I had a lot of spelling errors...I fixed it.
Last edited by SweetS10V8; Mar 16, 2009 at 09:42 PM.
you can get 500hp on a 6.0 with a small cam and l92 heads easily. with a 6.2 500hp aint ****. what other vvt cams are on the market compared to the amount of choices you have for non vvt?
Your one of the typical "look at the peak numbers only" guys. That's why you cant understand the usefulness of VVT. Did you look at that graph?
Like I said, if you need more power or camshaft selection, its just a piston swap away from almost unlimited possibilities.
no, im the custom cam type of guy that thinks the cam should be tailored to what you want. its better than your type that looks at what someones graph did and wants an off the shelf cam thinking its going to do the same thing.
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OK, take a 6.2L non VVT engine and spec me a cam that gains 70hp and doesnt lose any torque anywhere. Think even Patrick G could do it?
Copying a proven combination is a great way to ensure great results, someone else did the R&D work for you!
Copying a proven combination is a great way to ensure great results, someone else did the R&D work for you!
Last edited by SweetS10V8; Mar 16, 2009 at 10:44 PM.
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Comp has some VVT limiter kits that will keep you from risking P to V contact. They are worth getting. I can spec a VVT cam or you can buy one from Comp.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
LS1Tech Sponsor
Joined: Feb 2006
Posts: 1,170
Likes: 1
From: Rockfield Kentucky
Really the LS3 and L92 respond very well to a good cam. The VVT will let you have the bottom and a little cake to eat at the top. It's not as dramatic as some say IMO but it's worth the effort.
Remember you have to use the truck water pump because of the different cam cover. If your going to use it on an engine with the car intake you will need an electric water pump and spacers. Then you need to figure out how to turn your other components.
Robin
Originally Posted by sroach20
you can get 500hp on a 6.0 with a small cam and l92 heads easily. with a 6.2 500hp aint ****.
im the custom cam type of guy that thinks the cam should be tailored to what you want.
Can you pick and choose either lobes and or specs from comp?
Does HPT or EFI live allow you to adjust the phaser as to when it kicks in and how much advance/retard you can use?
The more choice in those areas the more awesome the VVT cam swaps will become.
i saw this:
https://ls1tech.com/forums/generatio...nce-gains.html
is it the intake that makes them go dead even over 5500 rpms?
https://ls1tech.com/forums/generatio...nce-gains.html
is it the intake that makes them go dead even over 5500 rpms?
Yes, in fact the function is so cool, I almost traded in my 2007 Suburban with the 5.3L to get a newer SUV with the 6.2L with VVT just to be able to make the adjustments with EFI Live. With just some tweaks in the cam phasing table, you can gain 60 lb ft of torque at lower rpm! Sooo awesome.
__________________
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
Thread Starter
On The Tree
Joined: Nov 2008
Posts: 109
Likes: 0
Im thinking the factory cam would be fine for us . we are trying to figure out a controller for the VVT system so we can enjoy the benefits of this system.It's probably gonna be a propane burning engine with a carb intake on it. Does anyone have a stand alone controller for the VVT? we are gonna use the MSD for ignition timing control.
FormerVendor
Joined: Mar 2007
Posts: 182
Likes: 0
From: Nacogdoches, TX
We have the only stand alone controller that does VVT to my knowledge. We also have camshafts for VVT and fixed cam applications. You will want to keep it for your off road application.
It improves volumetric efficiency across operating points of the engine that are normally compromised by a traditional fixed camshaft. I recently got to opportunity to make a comparison of VVT to fixed cam in a vehicle, not just on the dyno. The results in vehicle performance and driveability were astounding. The cars weren't even in the same ballpark outside the operating range of the camshaft. This reinforced my belief that eliminating the VVT is sacrificing "free" power(and driveability as well).
I am happy to see that more and more people are catching on to this technology...it didn't take long. I posted the data in the link above almost two years ago about the benefits of VVT and I am still hearing fewer and fewer naysayers and more and more believers by the day.
That said...I am a fan of VVT and think it should be kept in 95% of applications.
Good luck with your project and I hope this helps!!!
It improves volumetric efficiency across operating points of the engine that are normally compromised by a traditional fixed camshaft. I recently got to opportunity to make a comparison of VVT to fixed cam in a vehicle, not just on the dyno. The results in vehicle performance and driveability were astounding. The cars weren't even in the same ballpark outside the operating range of the camshaft. This reinforced my belief that eliminating the VVT is sacrificing "free" power(and driveability as well).
I am happy to see that more and more people are catching on to this technology...it didn't take long. I posted the data in the link above almost two years ago about the benefits of VVT and I am still hearing fewer and fewer naysayers and more and more believers by the day.
That said...I am a fan of VVT and think it should be kept in 95% of applications.
Good luck with your project and I hope this helps!!!
On The Tree
Joined: Jan 2008
Posts: 128
Likes: 0
I love this VVT stuff, I got my 6.2L VVT motor sitting inside my 4 door Chevy S10 Blazer with a t56 Viper Spec tranny for 2 years already, and now this VVT STUFF is catching up. THANK GOD!!! 
Now I'm just waiting for some prices to go down a little bit, or even better yet a sponser.
Now I'm just waiting for some prices to go down a little bit, or even better yet a sponser.
