cam time for the denali! :) heads or intake worth it?
01-09-2014 | 12:03 PM
#21
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looking at your 1/8 times your gonna be close..however these trucks make it hard to calculate 1/4mile times because there normaly have shitty 1/8mile but come alive on the back have so the normal calculations don't add up to be right.
01-09-2014 | 12:04 PM
#22
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Thanks for the info on the VVT, I'll have to reaserch on what all is needed to delete it , I think keeping it simple and reliable like all the other non VVT cammed LS engines out there is a good thing .
Glad to hear your injectors may be good , nice not to have to mess with the fuel system .
12 flat or lower I like the sound of that for an N/A daily driver !
Cool that zippy is working with ya on the tuning /setup , he knows his stuff ,
He built my first 60e back in '05 when he lived in Muskegon , he's a blast .
So he's got the 6speed shifting good too ?
If ya got any exhaust vids or truck pics post em !
Glad to hear your injectors may be good , nice not to have to mess with the fuel system .
12 flat or lower I like the sound of that for an N/A daily driver !
Cool that zippy is working with ya on the tuning /setup , he knows his stuff ,
He built my first 60e back in '05 when he lived in Muskegon , he's a blast .
So he's got the 6speed shifting good too ?
If ya got any exhaust vids or truck pics post em !
01-10-2014 | 12:03 AM
#23
VVT cams FTW!!!!!!!! Heck I made 427rwhp with a baby VVT cam on the denali waaaaay back then
new VVT cams that are out are outperforming non-VVT cams plus you save $$ if you keep it
500rwhp VVT 6.2L with stock heads
Custom vvt dyno - YouTube
new VVT cams that are out are outperforming non-VVT cams plus you save $$ if you keep it
500rwhp VVT 6.2L with stock heads
Custom vvt dyno - YouTube
Last edited by 62nalide; 01-10-2014 at 12:10 AM.
01-10-2014 | 01:22 AM
#24
01-10-2014 | 04:33 AM
#25
Thank you very much for sharing that VVT delete list , really appreciate it 
If I decide to do the delete it will be good info to have.
Keep this updated I'm excited to see how it goes together .
Yeah I'd like to hear how it sounds now with long tubes and that cat back .
If I decide to do the delete it will be good info to have.
Keep this updated I'm excited to see how it goes together .
Yeah I'd like to hear how it sounds now with long tubes and that cat back .
01-10-2014 | 08:24 AM
#26
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VVT cams FTW!!!!!!!! Heck I made 427rwhp with a baby VVT cam on the denali waaaaay back then
new VVT cams that are out are outperforming non-VVT cams plus you save $$ if you keep it
500rwhp VVT 6.2L with stock heads
Custom vvt dyno - YouTube
new VVT cams that are out are outperforming non-VVT cams plus you save $$ if you keep it
500rwhp VVT 6.2L with stock heads
Custom vvt dyno - YouTube
IMO 2 identical cams with one being VVT and the other standard lobe. The peak power is gonna be the same. The theory is that you would make power sooner but I've yet to see any proof of that. And IMO the only way would be to dyno 2 identical grinds. But again if the way it was explained to me is that it doesn't work that way and it's more of a sales pitch for emissions crap
01-10-2014 | 09:47 AM
#27
It's been awhile since I really recearched the VVT stuff but basically how it was explained to me that the VVT is really basically just for emissions .. So it's not worth it
IMO 2 identical cams with one being VVT and the other standard lobe. The peak power is gonna be the same. The theory is that you would make power sooner but I've yet to see any proof of that. And IMO the only way would be to dyno 2 identical grinds. But again if the way it was explained to me is that it doesn't work that way and it's more of a sales pitch for emissions crap
IMO 2 identical cams with one being VVT and the other standard lobe. The peak power is gonna be the same. The theory is that you would make power sooner but I've yet to see any proof of that. And IMO the only way would be to dyno 2 identical grinds. But again if the way it was explained to me is that it doesn't work that way and it's more of a sales pitch for emissions crap
01-10-2014 | 09:49 AM
#28
Emissions and more importantly mileage. They retard the hell out of the cam on the highway and situations like that to make the engine pull less vacuum and make less power... in turn using less fuel.
The problem with a single cam VVT is that while you are creatign a benefit to the intake lobe centerline, you are doing the exact opposite to the exhaust lobe. For instance at low RPM when the cam needs to be really advanced to create a great intake valve timing you are creating an exhaust centerline which is great for high RPM. By the same token as you shift the cam to create intake valve timing that,s better for high RPM you move the exhaust to work better at low RPM.
To say is simply a single cam VVT system is very limited and its like a game of tug of war. One lobe (most commonly the exhaust) is at the wrong place at the wrong time.
The problem with a single cam VVT is that while you are creatign a benefit to the intake lobe centerline, you are doing the exact opposite to the exhaust lobe. For instance at low RPM when the cam needs to be really advanced to create a great intake valve timing you are creating an exhaust centerline which is great for high RPM. By the same token as you shift the cam to create intake valve timing that,s better for high RPM you move the exhaust to work better at low RPM.
To say is simply a single cam VVT system is very limited and its like a game of tug of war. One lobe (most commonly the exhaust) is at the wrong place at the wrong time.
01-10-2014 | 09:54 AM
#29
Emissions and more importantly mileage. They retard the hell out of the cam on the highway and situations like that to make the engine pull less vacuum and make less power... in turn using less fuel.
The problem with a single cam VVT is that while you are creatign a benefit to the intake lobe centerline, you are doing the exact opposite to the exhaust lobe. For instance at low RPM when the cam needs to be really advanced to create a great intake valve timing you are creating an exhaust centerline which is great for high RPM. By the same token as you shift the cam to create intake valve timing that,s better for high RPM you move the exhaust to work better at low RPM.
To say is simply a single cam VVT system is very limited and its like a game of tug of war. One lobe (most commonly the exhaust) is at the wrong place at the wrong time.
The problem with a single cam VVT is that while you are creatign a benefit to the intake lobe centerline, you are doing the exact opposite to the exhaust lobe. For instance at low RPM when the cam needs to be really advanced to create a great intake valve timing you are creating an exhaust centerline which is great for high RPM. By the same token as you shift the cam to create intake valve timing that,s better for high RPM you move the exhaust to work better at low RPM.
To say is simply a single cam VVT system is very limited and its like a game of tug of war. One lobe (most commonly the exhaust) is at the wrong place at the wrong time.
550rwhp is what they make with VVT setups 551rwhp All Motor C7 Corvette - LMR Stage III Heads/Cam Package - YouTube
01-10-2014 | 10:28 AM
#30
No I understand what you mean... there is some benefit, but its mostly in MPG. I wasnt saying VVT is no good, but compare it to a dual overhead cam which can rotate exhaust and intake cams separately... in that sense a single in block cam is VERY limited.
I was just trying to explain VVT better for everyone to understand.
I was just trying to explain VVT better for everyone to understand.