i'm looking at installing a cam in a 2017 l83 5.3l. If the cam isn't specifically a VVT cam. do you delete the vvt system with a different cam gear and timing cover? or do you use a limter or lockout?? does a lockout do essentially the same thing as a vvt delete? thanks

 

Non VVT cams need conventional cam drives and timing cover, plus retuning the ECM to delete it.

 

So a lockout wouldn't be the same?

 

Not even close... use the right parts..

 

I'm not trying to cheap out just trying to gain an understand of how it works. In what case would you use a limiter? in what case would you use a lock out?
I just cooresponded with bryant ooleyt and there and they say to use a limiter with their TRUCK - STAGE 2 - CM2240612101
​Cam. It's not labeled as a vvt cam.

 

If BTR's cam is non VVT it attaches with 3 bolts. The VVT sprocket attaches with a big hollow bolt. Do a little homework and read some books on LS engines. You have a lot to learn, as the rest of us have already.

 

That was helpful thanks. Could you atleast give me a name of a book, because I've been searching and haven't found anythjng. And that's why I posted here.

 

Go on Amazon and search "LS engine books". They WILL show up.

 

Edited: Worthless link deleted.

 

Lots of misinformation here. He is asking about a Gen V engine. While they are very similar they are not the same a Gen IV LS. GM never made a non VVT Gen V so you can't simply swap to a factory non VVT set up. To my knowledge Katech and LME are the only companies currently offering VVT delete front covers for a Gen V engine. Both covers are north of $400. If you choose to swap front covers for your VVT delete make sure to have your cam built for a LS3 cam gear. The LS3 cam gear that works with the VVT delete front covers and the factory Gen V cam gear are 8 degrees different from each other. On an LS engine this won't be a huge problem because you could install an adjustable timing set to install the cam in the desired position. I don't believe there are any adjustable time sets available for the Gen V engines at this time.

Cam Motion just recently started offering 3 bolt cams for Gen V's. Prior to this you had two options for VVT delete. You could buy a front cover and run an LS3 single bolt cam gear. Katech offers a special bolt https://store.katechengines.com/gen-...px?Thread=True or you could use your stock cover and cam gear with a 4 degree limiter or lock recommended by Cam Motion here https://cammotion.com/gen-5-lt-camsh...222-234-114-4/ if you go this route buy a new cam bolt. The factory cam bolt is TTY.

I have done 10+ DOD/VVT delete Gen V engines. I found out the hard way about the timing difference between the LS3 gear and the Gen V gear. Steven at Cam Motion was a big help with working through some of the issues with these new engines. Steven was the one who told me that the Gen V VVT cam gear does not handle aftermarket cams as well as the LS VVT set up. In early VVT cam swapped Gen V engines people were having issues with the VVT going full retarded above 5,000 rpms using the typical 22 degree limiters from LS engines. This is why most Gen V cams recommend a 4 degree limiter or a lock.

Whichever route you decide to go just do your homework and make sure all your parts will play nice together. For what it's worth I'm currently putting together two Gen V LT1's. One is going in a 1963 unibody ford truck this is lower budget swap and we are using the stock front cover with a VVT lock. The other is a 416 LT1 which will be used for autocross and road racing. For the 416 we are doing a Katech front cover with a LS3 cam gear.

 

I guess I didn't catch that part so my link was not helping.

 

Yeah me neither. I do apologize!

 

Thank you j Mitch.

 

To approach this from a different angle, I highly recommend NOT going away from VVT.

Just do a VVT cam, lower the headaches, and cost, and gain power all over. VVT has no downside.

If you do want to kill VVT, if they make a VVT lockout (chunk of metal that completely locks the VVT actuator) that would be the easiest method.

But I personally I would do a VVT cam if at all possible.

 

On a Gen IV engine I'd agree however on the Gen V engine I think you will be hard pressed to find a vendor offering VVT cams for Gen V engines. Texas Speed recommends a VVT 0 degree phaser lock with their smallest Gen V cam. Cam Motion recommends a 0-4 degree phaser limiter with their smallest option. If the maximum amount of VVT you can run is 4 degrees is it worth keeping? Maybe I'm missing something, but I don't believe the cost is less. Everything you will need for the cam swap is the same price. The only difference being the size of the block(limiter) you install. It is zero extra work or hassle to eliminate verse limiting. Either way you have to take the cam gear apart.

 

I need to go back and read then, I thought the tsp cams used at least some of the vvt. I know comp makes some vvt cams but it looks like I need to brush up on my reading. Thanks for pointing that out.

4 degrees is still nice to have over 0, and I personally would like to have some vvt if I can just to reduce some of the trade off. But I also have a truck where keeping low end is really important.

Cost is less to run the 0 or 4 degree block than going to a cam that requires a different cam gear and front cover is what I was referring to, like was being discussed above

 

Tsp uses a lock out for the gen v truck cams. Btr uses a 22*l . Talked to them both recently. I would of gone with tsp but they're lift is too high for a daily.

 

No such thing as too much lift for a daily if PTV is your worry. Valves are never fully open until way down the cylinder.
Also, too much duration is an issue with daily drivers, not lift. Lots of mild cams with .600 lift that drive like stockers.

 

It's too much lift when you don't want to worry about replacing valve springs routinely. I'm not talking about drivebility.

 

Gotcha. In that case stick with lifts around .550 and use LS6/3 springs.