Congrats on the swap,looks clean. now add a turbo to it and fly!

 

So how many smiles per mile you gettin' now with the LS compared to the old 305? That's the real measure of success!

 

Hes probably still out driving it because its so much more fuel efficient vs the lg4 laughing his way past gas stations lol

 

 

do your stock gauges work still?

 

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yea thats what im looking for when i do a swap, I've never liked the look of after market gauges surrounding the dead stock ones.

 

I can see why people get rid of the DoD. But VVT can be useful even in a performance situation. Can widen the torque band significantly. Not sure why people have such hate for it.

 

Don't know if it is hate, but it has to be removed when doing anything other than a stock drop in motor and ecm,harness,etc. I ran into this when building my Gen 4 6.0L, (cant remember if there were any performance VVT Cams?), but the Holley Terminator i am using would not control the VVT. so i converted it to the 3 bolt style cam. I agree with the benefits of it absolutely, just that the aftermarket has not caught up to optimizing the application for certain applications.

OP: Congrats on the swap! what intake is that, dont think i've seen it before?

 

One thing, is that you can't use VVT in a manual transmission car.
I don't know exactly what the problem is, but you can't get VVT/ AFM unless it's automatic.

I'd assume it needs some kind of feedback from the transmission for load calculation purposes, but I might be wrong.

 

I did not get to work on, or over see the TR6060 + VVT or DOD/ AFM testing that was being done...
Also the BS reason that GM stated the TR6060 vehicle would not have VVT or DOD/ AFM is because a lighter vehicle does not need the VVT to accelerate the vehicle; nor the DOD/ AFM for fuel savings (Gas guzzler tax).

From the data that I was able to read on this... It appeared that the combination of these parts made for frequent valve to piston contact, broken lifters and bent push-rods on a high-revving decel in gear.

 

Thanks for your insider info, vorteciroc! Eye-opening, as usual! Whenever I see that you've posted something, I always read it, even if the subject isn't something I was interested in.

Oof, can't have that when I swap my 'Bird; I downshift for engine braking a lot...

 

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Since these engine are of the Over-Head Valve design with 16 valves and only one camshaft...
The current engine arrangement only allows for Advancing and Retarding of the "installed position" relative to the Lobe Separation Angle (Camshaft Phasing).
This works nicely with a smaller camshaft in comparison to what most people here would swap in their engine.

There is simply not enough piston to valve clearance with a larger "performance" camshaft, to use the VVT system... damage will ensue!
Yes I know there are products that restrict the range of motion for the camshaft phaser... however, camshaft profile will still need to be more on the conservative side.

This almost makes me wants to install a camshaft 40 degrees advanced in to some LS engine (No VVT) with a good .649"/ .619" and 239/ 254 @0.050" 114+3...
And then just laugh as I turn the crankshaft over and over... clank, chunk, snap, drop, thud.