To vvt or not to vvt
Yea that looks pretty promising, Guys on some of the other forums say yank it out and go with standard cam but with so many OEM's putting it in the engines there has to be something there. Hoping I can sort this out. I think the older style phaser fixes my problem and I dont need to buy a new cam I can get HP tuners and try and tune it or put the extra cash to a nitrous kit.....
Other oems can vary exhaust and intake valve timing independently. There is a huge advantage to doing this. The first vvt systems on imports would only vary intake valve timing, not both at the same time. Even these earliest systems on imports are superior to what's on the "LS" system. LS3, LS7, LSA, LS9 all exclude vvt. The "LS" vvt system is to help gm meet cafe fuel economy standards.
Last edited by futureuser; Jul 8, 2012 at 11:39 PM.
2) How many things have manufacturers done throughout the years that turned out to be just a fad? Its like saying everyone's doing it so it must work. I got rid of DOD and VVT and the car made more power, back to back apples to apples...period, in my experience its all marketing.
Also, we need good data. I realize most folks aren't going to take the time or money to compare cams, but its really the only way to get a clear picture of what parts "actually" do and don't make power in each application. Posting up a graph saying I made xx power more vs my stock cam isn't helpful...you could have made the same (OR MORE) power increase by using a non-VVT cam. I am just trying to provide honest real world experiences on the topic.
1) just giving my experiences with the topic...it was on a SC application the point is still valid, VVT didn't do jack.
2) How many things have manufacturers done throughout the years that turned out to be just a fad? Its like saying everyone's doing it so it must work. I got rid of DOD and VVT and the car made more power, back to back apples to apples...period, in my experience its all marketing.
Also, we need good data. I realize most folks aren't going to take the time or money to compare cams, but its really the only way to get a clear picture of what parts "actually" do and don't make power in each application. Posting up a graph saying I made xx power more vs my stock cam isn't helpful...you could have made the same (OR MORE) power increase by using a non-VVT cam. I am just trying to provide honest real world experiences on the topic.
2) How many things have manufacturers done throughout the years that turned out to be just a fad? Its like saying everyone's doing it so it must work. I got rid of DOD and VVT and the car made more power, back to back apples to apples...period, in my experience its all marketing.
Also, we need good data. I realize most folks aren't going to take the time or money to compare cams, but its really the only way to get a clear picture of what parts "actually" do and don't make power in each application. Posting up a graph saying I made xx power more vs my stock cam isn't helpful...you could have made the same (OR MORE) power increase by using a non-VVT cam. I am just trying to provide honest real world experiences on the topic.
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So I'm going to order a custom cam today. After doing a ton of article reading I am going to stay with the VVT. I will post my current cam for sale after the swap which would be good for a Reg cab or lighter car... Just not a 4x4 ext cab 4.8 trying to pull a 5500 boat trailer......I agree with scoggin, in any v8 app advance it in the Low RPM or retard for Upper RPM has been around forever. Even though most guys dont degree a cam doesnt mean you are getting the full potential. I like the idea of being able to do this without changing keys and not being locked into having to choose where I want my power. The Specs of the cam I am going with are 189 core vvt, 210/224 @.050, .556/568 and a 112 + 5 intake advance.. With or without vvt I think these specs should give my little 4.8 a good low RPM boost.
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Verdad Gallardo I know its not the most powerful engine out there but the currently installed cam was actually slower I think then stock..... Once I get this in I will be looking for a 4l80 and a t70....
Advancing and/or retarding a cam isn't a fad or marketing scheme, it's been used effectively for as long as anyone in performance can remember to move the powerband around. The benefit can not be argued. Peak gains in HP an TQ will vary, some will see quite a bit and some will not see as much if any. To me that's irrelevant as IMO that's just a bonus to the most useful advantage of VVT which is broadening the power range.
I think the real question is if the gains are worth the additional costs and whether or not the LSx VVT system will prove reliable in performance applications. My biggest concern with the VVT setup I'm pursuing (TSP VVT-2) is how stable the cam valve timing will be and whether or not that will cause problems with valvetrain control. As long as the timing control is good, you could theoreticaly grind any cam profile onto a VVT core and see the benefits of on-the-fly timing adjustment.
Futureuser, you should have Vengence grind your cam profile on a VVT core, do a swap and let us know what the gains are after cam timing optimization
I bet you could do it for less money than I'm spending to fix my rust pile lol. ^^THIS^^
I think the real question is if the gains are worth the additional costs and whether or not the LSx VVT system will prove reliable in performance applications. My biggest concern with the VVT setup I'm pursuing (TSP VVT-2) is how stable the cam valve timing will be and whether or not that will cause problems with valvetrain control. As long as the timing control is good, you could theoreticaly grind any cam profile onto a VVT core and see the benefits of on-the-fly timing adjustment.
Futureuser, you should have Vengence grind your cam profile on a VVT core, do a swap and let us know what the gains are after cam timing optimization I bet you could do it for less money than I'm spending to fix my rust pile lol.
I think the real question is if the gains are worth the additional costs and whether or not the LSx VVT system will prove reliable in performance applications. My biggest concern with the VVT setup I'm pursuing (TSP VVT-2) is how stable the cam valve timing will be and whether or not that will cause problems with valvetrain control. As long as the timing control is good, you could theoreticaly grind any cam profile onto a VVT core and see the benefits of on-the-fly timing adjustment.
Futureuser, you should have Vengence grind your cam profile on a VVT core, do a swap and let us know what the gains are after cam timing optimization
I bet you could do it for less money than I'm spending to fix my rust pile lol.
TECH Junkie
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"several with VVT"
Did these cars have the VVT software tables installed from companies such as TSP who have spent countless hours and hundreds of dyno pulls refining the VVT software for their cams? Were they just using the factory tables?
Did these cars have the VVT software tables installed from companies such as TSP who have spent countless hours and hundreds of dyno pulls refining the VVT software for their cams? Were they just using the factory tables?
I know its not true for every application but I am not trying to get every last bit of HP from my cam install. It actually cost me the same money to do the VVT cam a new solonoid bolt and timing gasket set as it would of to buy all the conversion parts brand new. With the cam being able to advance a bit in the low end I think that should really help MY 4.8 on the bottom end when getting my 22ft Hurricane deck boat up to highway speeds.
