#6L80E transmission

[jamesmartin12021]

The 6L80E transmission represents a culmination of over two decades of transmission evolution within General Motors, superseding its hydraulic predecessors with an electrically driven system. Its deployment in various trucks underscores its robustness and adaptability, setting new benchmarks in transmission technology.

[noohyah]

Boosting Performance & Reliability: A Guide To 6L90 Transmission Upgrades!

If you are looking for a way to improve the performance and reliability of your vehicle, you might want to consider 6L90 transmission upgrades. The 6L90 is a six-speed automatic transmission that is used in many GM vehicles, such as the Chevrolet Silverado, GMC Sierra, Cadillac Escalade, and more.  This transmission is designed to handle high torque and power, but it can also suffer from some…

[carservicereandrepair]

The Ultimate Guide to Common Problems in Hummer Models

Hummer, an iconic brand with a military heritage, has a reputation for creating vehicles that are as tough as nails.

However, like any other vehicle, Hummers have their share of issues. This article examines the common problems that affect different Hummer models and provides insights on their reliability, longevity, and maintenance.

Hummer: A Brief Overview

Before we delve into the details, let's take a quick look at the Hummer brand. Originally built for military use, Hummers were later adapted for civilian use, resulting in the H1, H2, and H3 models. Despite their robust design and impressive off-road capabilities, Hummers have been criticized for their high fuel consumption and maintenance costs.

Are Hummers Reliable?

The question of reliability for Hummer vehicles can be quite subjective, depending largely on the model and year in question. While later models generally fare well in terms of reliability, the earlier models, especially the H1, have been known to experience significant issues.

Delving into the Details: Hummer H1

Assessing the Reliability of Hummer H1

The Hummer H1, the original model, has been notorious for its reliability issues. Its primary problem lies in its engine, specifically the 6.5 turbo diesel variant, which is known for cylinder wall cracks – a serious issue that can only be remedied by replacing the engine.

However, the H1's reliability issues extend beyond the engine. The vehicle isn't designed for daily use, and owners who attempt to use it as such often report poor reliability. What's more, the H1 is a specialty vehicle, meaning the repair costs can be quite high.

Common Problems in Hummer H1

The issues with the H1 are varied and far-reaching. Some of the common issues include:

Exploring the Hummer H2

Assessing the Reliability of Hummer H2

The Hummer H2, by all accounts, is a surprisingly reliable SUV. With sturdy LS-based engines (LQ4 6.0 and L92 6.2 GM engines) and dependable transmissions (4L60E, 4L65E, and 6L80E), the H2 has earned high reliability scores from various platforms and owner reviews.

Common Problems in Hummer H2

Despite its general reliability, the H2 isn't without its issues. Some common problems include:

Investigating the Hummer H3

Assessing the Reliability of Hummer H3

Offered with three different engines – two inline five-cylinders and one V8, the Hummer H3 is known for its impressive reliability. However, the 2005 and 2006 model years did have some issues with engine valve leaks.

Common Problems in Hummer H3

Though generally reliable, the H3 does have its share of problems. Some common issues include:

Hummer Maintenance: What You Need to Know

While Hummers are generally not easy to maintain, especially the H1, the H2 and H3 are not significantly more complicated than other models built on the same platform. However, Hummers generally don't have transmission problems, with the notable exception of the H3 with a five-cylinder engine.

The Lifespan of Hummers

The lifespan of a Hummer can vary widely depending on the model and how it is used. The H1, for example, can last around 200,000 miles with the 6.5 Detroit Diesel engine, and even longer with the 6.6 Duramax engine. The H2 is the most durable Hummer model, with numerous examples clocking almost 300,000 miles, and some even reaching close to 500,000 miles. The H3, meanwhile, can last over 200,000 miles with the smaller inline five-cylinder engines, and over 400,000 miles with the Vortec V8 engine.

Thank you for investing your time to read this blog. In case you have volvo and looking for volvo service manchester then visit Service My Car Website for all volvo car solutions. Service My car provide best services like battery replacement, car tinting, car head gasket repair, car oil change services, car ac repair, etc.

Conclusion

While Hummers, particularly the H1, have their share of issues, they can also be remarkably reliable vehicles with the potential for long lifespans. As with any vehicle, the key to a Hummer's reliability and longevity lies in regular and thorough maintenance.

[cartransmissionsale]

best automatic transmission for ls1

The LS1 engine, produced by General Motors from 1997 to 2004, is a popular choice for high-performance cars due to its power output and durability. When it comes to choosing the best automatic transmission for an LS1 engine, there are several options to consider.

One popular choice is the best automatic transmission for ls1, which was used in many GM vehicles equipped with the LS1 engine. This transmission offers four forward gears and electronic controls, allowing for precise shifting and improved fuel efficiency. It is also relatively affordable and widely available.

Another option is the 4L80E transmission, which is a heavier-duty version of the 4L60E. It offers four forward gears and a larger torque capacity, making it ideal for high-performance applications. However, it is also more expensive and may require modifications to fit properly.

For those who want the ultimate in performance, the 6L80E transmission is a popular choice. This six-speed transmission offers a wider gear ratio spread than the 4L60E or 4L80E, allowing for improved acceleration and fuel economy. It also features a higher torque capacity and advanced electronic controls.

Ultimately, the best transmission for an LS1 engine will depend on the specific application and the driver's preferences. Factors to consider include performance goals, budget, and driving style. It is recommended to consult with a trusted mechanic or transmission specialist to determine the best transmission for your particular needs. cartransmissionforsale.com/best-automatic-transmission-for-ls1.

[forgeline]

More fun without a top. Doug's pro-touring 1971 Chevrolet Chevelle convertible is powered by a 825HP twin-turbocharged LS3 mated to a 6L80e transmission and rides on Speedtech Performance suspension, Viking Performance coilovers, Wilwood disc brakes, Toyo tires, and 20/21-inch Forgeline forged three piece AL301 wheels finished with Transparent Gold centers & Polished outers! See more at: https://forgeline.com/customer-gallery/doug-h

[pillala-sasi-sai]

The Hummer H2 is a large SUV that was marketed by Hummer and built in the AM General facility under contract from General Motors from 2002 to 2009. It is based on a modified GMT820 Chevrolet 2500 HD in front and 1500 frame in back. A four-door pickup truck version with a midgate that opens the vehicle's interior to the external cargo bed was introduced for 2005 as the H2 SUT (sport utility truck).[3] Hummer H2OverviewManufacturerGeneral MotorsProduction2002–2009Model years2003–2009AssemblyMishawaka, Indiana, U.S. Kaliningrad, Russia (Avtotor)DesignerClay Dean (2000)[1]Body and chassisClassFull-size SUVBody style5-door truck 5-door SUVLayoutFront engine, four-wheel drivePlatformGMT820Related Chevrolet Silverado/GMC Sierra Chevrolet Avalanche/Cadillac Escalade EXT Chevrolet Tahoe/GMC Yukon Chevrolet Suburban/GMC Yukon XL Cadillac Escalade/Cadillac Escalade ESV PowertrainEngine 6.0 L V8 (2002–07) 6.2 L V8 (2008–09) Transmission 4L60E 4-speed (2002–2004) 4l65E 4-speed (2005-2007) 6L80E 6-speed (2008–2009) automatic DimensionsWheelbase122.8 in (3,119 mm)Length203.5 in (5,169 mm) 189.8 in (4,821 mm)[2]Width81.3 in (2,065 mm)Height 2002–03: 77.8 in (1,976 mm) 2004–09: 79.0 in (2,007 mm) Curb weight 6,400 lb (2,903 kg) - 6.0 L 6,614 lb (3,000 kg) - 6.2 L (at Andhra Pradesh) https://www.instagram.com/p/COzMi1iBEHf/?igshid=uzrxg1oerqoj

[extreme4x4nation]

We had a great visit with @maxedoutmotorsllc the last couple days! Replaced the steering box & added @rpmfab Aluminum Linkage! They retuned the @gmc 6.2L L94 engine and 6l80E 6 speed transmission. It runs even better and steers better than when we bought this @Jeep brand new!! ————————— @rrmarketingconsultants @hellwig_products @rcvperformance @bfgoodrichtires @artecindustries @impulseoffroad @grantproducts @baer_brakes @factor55 @viaircorp @cmmcnc @boltlock

[jamesmartin12021]

Car’s transmission that makes use of car’s power to push the engine at different speeds. When you buy automatic cars, then you have the amazing feature of automatic shifting from accurate operating systems. In manual cars, you have to control the car all by yourself. If you ever want to a high performance at an affordable price, go with 6L80E transmission.

[airflashmls]

AirFlashMLS.com https://bit.ly/39tv6rM 1993 LAND ROVER DEFENDER 110 NAS TRUCK FOR SALE! LUXURY AUTO COLLECTION (480)568-3802 Fresh Build by 1993 Land Rover Defender 110 NAS VIN: SALDH1282PA920289 North American Specification: #246/500 Exterior: Fuji White Interior: Ebony with Ivory Stitching This exhaustive restoration represents Method SVs most meticulously built Defender to date with over 1000 hours logged in the process. Our mission was to infuse modern drivability while retaining the nostalgia and off-pavement prowess that established the Defender as an automotive icon. The engine bay packs a potent 430HP 6.2L LS3 crate engine mated to a 6-speed automatic with tap-shift. The body sits atop a galvanized and powder coated chassis replete with powder coated suspension components and zinc-plated hardware. The interior has been updated to include a modern Puma dash, 7 passenger leather seating, and Method SV exclusive center console and door panels. DRIVETRAIN: 430HP 6.2L GM LS3 crate engine GM 6L80E 6 speed automatic transmission with tap-shift Ceramic coated 4 aluminum intake Ceramic coated exhaust headers Stainless steel 3 exhaust with stainless MagnaFlow muffler Transmission cooler Ron Davis Racing aluminum radiator Custom tuned engine and transmission Salisbury rear axle with Detroit Truetrac limited slip differential and HD axle shafts Updated front axle with Ashcroft ATB limited slip differential LT230 transfer case with Ashcroft ATB limited slip differential HD front and rear prop shafts CHASSIS AND SUSPENSION: Galvanized and powder coated chassis Powder coated axles, suspension and steering components, bumpers, brackets, etc. New zinc-plated undercarriage hardware 4-wheel disc brakes with EBC pads and rotors Braided stainless steel brake lines OME 2 lift springs and shocks 18x8 Kahn alloy wheels 295/65 R18 Goodyear Wrangler Duratrac tires, load range E, snow rated CONVENIENCE: Power door locks with central locking Power windows with child lock-out function Cruise control Alarm/keyless entry with remote start Reverse camera EXTERIOR: Two-stage Fuji white paint Safety Devices roll cage Black nitrocarburized steel and stainless-steel hardware and lug nuts (at Luxury Auto Collection) https://www.instagram.com/p/B8cC62sgQJ0/?igshid=4fwrpcc2fif

[hptuners]

1957 Bel Air making 652rwhp and 574rwtq with calibration from @cunninghammotorsports using @hptuners • • • #hptuners #hptuned #hpt #automotive #carlifestyle #horsepower #speed #tuning #chevy #chevrolet #belair #repost @cunninghammotorsports ・・・ This is a beautiful 1957 Chevrolet bel air. Featuring a : -forged ls3 -procharger f2 Setup with cog drive (show car) -6l80e transmission -e38/t43 combo - my custom hptuners calibration Made 652 rwhp 574 rwtq on 91 octane .. unfortunately we ran out of fuel system and octane. This car definitely has another couple hundred hp left in it. https://www.instagram.com/p/BwpYRv_lbcd/?utm_source=ig_tumblr_share&igshid=3kp29oophkc6

[somar78]

A 430 BHP Corvette-Engined Land Rover Series 2A

When the Land Rover Series 2A was first released in 1961 the engineers behind it would have had no idea that almost 60 years later one of their hardy 4x4s would be fitted with a Chevrolet Corvette V8 engine producing over 430 bhp and 400 ft lbs of torque.

The original engine in the Series 2A was a 2.25 litre petrol engine producing 70 bhp at 4,250 rpm, so the new Corvette engine in this example is producing over 600% more power than stock.

E.C.D. Automotive Design

The vehicle was built by one of the world’s top Land Rover restoration and restomod specialists, E.C.D. Automotive Design. The company was founded in the USA by three petrolhead Brits in 2013, in the years since they’ve grown to occupy a 35,000 square foot factory called the Rover Dome in Kissimmee, Florida, they employ 52 people, and they turn out 40 vehicles a year for owners around the world.

This is the company’s first restomod Series 2A, they’ve built mostly custom Land Rover Defenders up till this point, but they’ve recently started to venture out into Range Rover Classics as well as Series Land Rovers.

The 430 BHP Corvette-Engined Land Rover Series 2A

The project to build this altogether unique Land Rover started when a client approached ECD with a vintage Series 2A that had been in their family for generations. Unmodified Land Rovers of this era aren’t realistically capable of maintaining modern highway speeds of 75 to 80+ mph for prolonged periods without causing undue wear and tear on the engine.

The plan for the heirloom Series Land Rover was to keep its looks and its spirit but give it a modern drivetrain so that it could keep up with modern traffic easily and cruise comfortably on the highway.

ECD are very experienced at fitting LS3 Corvette V8s into Land Rover engine bays, so this is the engine that was used. It was paired with a modern 6L80E 6-speed automatic transmission with a Hurst shifter, and power is sent to new Defender Puma axles front and back.

In order to better handle the new power output a set of Zeus Engineering performance disc brakes were fitted front and back, the chassis was strengthened, and new higher specification leaf springs were fitted all round.

Once the restoration of the body, bulkhead, and chassis was complete the body was painted in Aintree Green in a full gloss finish, the roof was painted black in a full gloss finish, and the steel wheels were painted gloss black and fitted with BF Goodrich All-Terrain T/A K02 tires.

The slightly increased track width of the new Puma axles meant that subtle colour-coded fender flares were needed. The LS3 V8 is now fitted with a Borla Performance exhaust, giving it the throaty rumble you’d expect, and this Series 2A is fitted with the double-layer safari roof to help keep things cool in direct summer sunlight.

Inside the cabin the interior has been completely redone with newly upholstered seats in all three rows, carpeted floors, and a new set of gauges. The original steering wheel has been retained, and the flip-up air vents are all fully functional.

If you’d like to see more from E.C.D. Automotive Design you can click here to visit their website.

The post A 430 BHP Corvette-Engined Land Rover Series 2A appeared first on Silodrome.

source https://silodrome.com/corvette-engine-land-rover-series-2a/

[itsworn]

Pit Stop: Deleting LS AFM; Is VVT Good for Performance?

Drawn for GM by famed technical illustrator David Kimble, this cutaway shows the inner workings of a Gen IV 2007 6.0L L76 engine. It’s very similar to Glenn Blauvelt’s L77, with the exception of not supporting E85 flex-fuel capability. Note the AFM-style lifters with the spring-like locking mechanism at the pushrod end (arrows). Axing the AFM requires different lifters, cam, lifter guides, engine valley cover, and other parts. General Motors

QUESTION I’m in the process of transplanting an L77 from a 2012 Caprice 9C1 PPV [police pursuit vehicle] along with its 6L80E [six-speed, longitudinally mounted electronic automatic overdrive transmission] into a 1959 Rambler Cross Country station wagon. One of the weak spots in these engines is the valve lifters for the active fuel management (AFM), so I’m going to do away with it. Since this will require a new cam (among other parts), I’m looking at a mild upgrade to get the horsepower up to around 400; anything beyond that will be overkill in a roughly 2,800-pound daily driver.

I know that when a lot of guys do the AFM removal, they also delete variable valve timing (VVT), but things I’ve read about VVT suggest that it can give you the best of power and torque across the powerband. The engine will be controlled by the stock ECU with whatever programming changes need to be made for this swap, so I’m curious if removing AFM also requires removing VVT and, if not, would leaving the VVT intact make the engine a better performer? Glenn Blauvelt Via email

ANSWER Active fuel management (AFM), sometimes called “displacement on demand,” selectively disables half the cylinders under light throttle in an attempt to improve fuel mileage. When activated, the valves in the AFM-enabled cylinders don’t open or close. EPA tests claim an estimated 5.5 to 7.5 percent fuel-economy increase. Variable valve timing (VVT) hydraulically advances and retards the camshaft, in theory improving both fuel mileage and performance.

Nearly all 2005-and-later GM LS Gen IV cylinder blocks include provisions to accept AFM and VVT, but depending on the engine option and model year, a complete Gen IV engine assembly can have both AFM and VVT, just one or the other, or neither. In other words, as implemented by GM, AFM and VVT aren’t necessarily used concurrently; they are independent systems. Specifically, the 6.0L (364ci) RPO L77 engine has AFM enabled, but does not use VVT. (The L77 also includes flex-fuel capability, allowing it to run on both gasoline and E85 ethanol.)

GM LS Generation III small-blocks were produced from 1996–2007. They have a conventional block valley with no provisions for AFM. Generation IV engines were phased in beginning in 2005; they have oil transfer “towers” in the valley for supplying oil to AFM solenoids.

A VVT-equipped engine has a bulged-out front timing cover plus an extra electrical connector in the bulge. Non-VVT-equipped Gen IVs have a flat front cover. In the late-model, post-1980 GM world, the best way to identify a stock production engine package is by getting the 17-character VIN number located on top of the vehicle dash at the driver side near the front windshield, then taking it to your GM dealer for further information. Failing that, there is usually a barcode on the end of the cylinder head or down on the oil pan.

How to ID a Gen IV VVT-enabled engine, or that ain’t a banana, it’s my phaser-clearance nose: Non-VVT Gen IVs have a flat front timing cover. Engines with VVT (variable valve timing) have a bulged front cover that provides clearance for the advance/retard hydraulic cam phaser.

For those who just want to crutch a tired AFM-equipped stocker, at the most basic level there is the AFM disabler, an electronic device that plugs into the OBD II diagnostic port under the instrument panel and prevents the ECU (computer) from switching over to four-cylinder mode. Examples of these devices include the Range Technology RA003 and the DiabloSport S1000. Disabler devices like these should only be used if the valvetrain is otherwise in good working order.

The problem is that—at least when initially introduced—the AFM-specific valve lifters had some issues, so chances are the reason you’d want to get rid of the AFM on a stocker is because of an AFM lifter failure and/or abnormally high oil consumption.

For performance use, you don’t want to just “disable” AFM; instead, it should be completely removed by swapping out the discrete AFM parts for non-AFM “standard” parts. AFM-related parts that need to be changed out include:

The camshaft, because AFM cams have two different pairs of lobe profiles, one used on the non-AFM cylinders, the other for the AFM-specific cylinders. Replace with a conventional performance camshaft of your choice.

The upper cam sprocket (optional): The widest variety of LS performance cams are set up for a three-bolt cam sprocket design. Cam sprockets for VVT-enabled engines all have one bolt, with less variety of “shelf” grinds available without getting into a custom-order profile. Our best information is that your non-VVT L77 also uses a one-bolt cam sprocket, but there’s no reason you can’t install a three-bolt timing set to broaden your cam choices if desired. For specific camshaft recommendations, see this response’s final paragraph and the accompanying table.

The AFM lifters, because they’re specifically designed for AFM and won’t work with non-AFM lobes. AFM lifters have nearly 0.010 inch of movement before their inner mechanism locks, requiring a much softer cam profile than standard as well as limits on maximum lift. Technically, you need to replace only the motor’s AFM-specific lifters (8 out of the V8 engine’s total of 16; the other 8 are conventional), but many tuners like to replace all 16 with a brand-new performance conventional lifter set, especially if the engine has over 50,000 miles on it. According to Elway Chevrolet’s Ken Casey, if purchasing lifters from GM, LS2/LS7 lifters (GM PN 12499225, set of 16; PN 17122490, single lifter) reputedly rpm better than standard conventional GM lifters. Aftermarket cam specialists stock dedicated high-perf conventional lifter sets.

AFM-style valve lifters have an AFM-enabling spring-like mechanism on top. When deleting AFM, the AFM-specific lifters must be replaced by conventional LS-style lifters (8 needed). Surf around on Amazon.com and you can find new ACDelco non-AFM lifters for as low as $10 apiece. Amazon.com

The AFM-enabled engine’s plastic lifter guides (aka “gloves”): Each glove holds two “mixed” lifter pairs—one conventional pair plus one AFM pair for a total of four lifters per pair—so you need to replace all four AFM lifter gloves with gloves that accept four conventional lifters per guide.

On AFM-enabled engines each lifter guide has two small holes for standard lifters and two big holes for AFM lifters (shown). Two each of two different AFM-type guides are used: GM PN 12669184, front lifters; GM PN 12669185, rear lifters. When deleting AFM, the AFM guides are replaced by four identical small-hole, conventional lifter guides (GM PN 12593365). Amazon.com

The Gen IV AFM-specific engine valley cover: AFM-enabled engines have a valley cover with electric solenoids mounted underneath it that activate the AFM mechanism when directed by the ECU. With conventional lifters replacing the AFM-type lifters, to prevent an internal oil leak and/or overall low oil pressure, the AFM cover with its solenoids must be removed and replaced with a non-AFM Gen IV conventional valley cover that seals against the Gen IV block’s oil-passage transfer towers. If your intake manifold and PCV system will remain stock, the engine’s existing AFM valley cover should be replaced by an equivalent non-AFM Gen IV valley cover. There are two basic styles: One without a PCV valve boss or vent (used with engines with valve cover-mounted PCV systems, typical of high-perf cars), the other without a PCV valve boss (used with engines with a valve-cover-mounted PCV system, typical of trucks).

How to ID an AFM-enabled Gen IV: Look for “worm tracks” on top of the AFM-specific engine valley cover (officially called a “lifter oil manifold assembly”, or LOMA, by the General). The “tracks” transfer oil from the block’s valley towers to electrically actuated solenoid valves on the LOMA’s underside. An electrical plug (missing on the used cover shown here) actuates the solenoids, which then supply a pressurized oil signal to the AFM-type valve lifters that in turn disable and re-enable exhaust and intake valve operation. Several different LOMAs exist; if retaining AFM, LOMAs are in Group 0.334 in the engine parts section of your GM dealer’s parts catalog. New solenoids are sold only as part of a complete LOMA assembly.

ID a non-AFM-equipped Gen IV by the smooth valley cover top without worm tracks (left, both photos). Instead of the solenoids, the bottom of a non-AFM Gen IV cover has seals that plug the Gen IV block’s oil transfer towers. An earlier Gen III cover (right, both photos) won’t fit any Gen IV block, even those that don’t have AFM. GM non-AFM valley covers as well as Gen III covers are still listed as a “cover,” and continue to hang out in catalog Group 3.265 where fuel-system parts and intakes are normally found. Several variations exist; the Gen IV cover at the left in both photos (GM 12598832) works with valve-cover mounted PCV systems.

If the engine has a PCV valve vent in the valley cover (arrow)—typical of many high-perf car Gen IV engines—use cover PN 12599296, stock on LS3/LS7 motors. Note the under-cover antisplash oil baffle.

Miscellaneous fasteners: While technically not different between AFM and non-AFM applications, the stock head bolts and harmonic damper bolt are torque-to-yield fasteners and can’t be reused. Replace with a fresh set of stock fasteners or move up to stronger and reusable premium fasteners such as those made by ARP. (A cam change requires removing the front cover and harmonic damper, which is why a new damper bolt is needed.)

Head gaskets: Most regular LS gaskets are nominally reusable, except for the head gaskets, which must be replaced with new items.

The oil pump (optional): Some sources recommend plugging the AFM-enabled engine’s oil pressure relief valve in the oil pan, then replacing the AFM-type, high-volume oil pump with a standard-volume oil pump. According to Summit Racing, “When you eliminate the AFM system, the extra oil isn’t needed. Excess oil will be pushed out of the pressure relief valve in the oil pan, which will spray oil on the bottom of the cylinder walls. This can cause oil burning, especially in high-rpm engines.” Others, including high-end LS forced-induction engine builder Ken Duttweiler as well as the experts at Comp Camps, recommend leaving the oil system alone on street-driven cars. Duttweiler firmly states, “I’ve never encountered any problems in this regard.”

The referenced changeover parts can be purchased individually from a GM dealer like Elway, or you can avoid the hassle (and potentially get a better price) by procuring an “all-in-one-box” aftermarket AFM delete kit. They’re available from many sources, including Summit Racing’s own branded kits, but vary in completeness and don’t always clearly identify different options (such as the differences between car and truck valley covers or different displacements). Comp Cams and Brian Tooley Racing are two venders that do offer different kits that more or less clearly account for discrete model variations.

Moving on to the electronic aspects of this conversion, you need to disconnect and tape off the AFM solenoid control connector at the back of the valley cover. However, you should also reprogram the ECU itself to permanently disable AFM, or the engine likely will miss and run rough at idle and off-idle. Your engine isn’t going back in the original vehicle, so you’ll have to reprogram the ECU anyway to remove the VATS (vehicle antitheft system) lockout. Then, too, you’ll be running a performance cam with greater air/fuel demands. HP Tuners’ VCM software is one highly regarded stock computer tuner program.

Removing the front cover reveals the front timing set and oil pump on this VVT-enabled LS Gen IV. To delete VVT, you need a new timing set, a non-VVT cam, a “flat-face” Gen IV timing cover, and computer reprogramming.

For those engines that do have VVT, what are its performance benefits? Comparing a conventional or “locked”-advance cam versus a VVT cam, both ground for similar applications with similar durations, Comp Cams’ Billy Godbold claims about a “15 lb-ft gain down low by advancing the cam via VVT, with as much as 15 to 20 lb-ft more upstairs. This assumes a typical street profile—an 800- to 1,200-rpm idle speed, a converter that flashes to 2,500 rpm, and a 7,000-rpm rev limit.” So if you already have VVT, for street performance “it’s not a good idea to get rid of it.”

Containing the control spool valve, a filter, and a check valve, the Gen IV VVT phaser assembly (A) is retained by a central bolt (B). An electronic force motor (C), a solenoid that’s installed in the redesigned front cover, has an armature that pushes on the spool valve based on input from a control unit connected to the ECU. This includes a camshaft position sensor (D), which interfaces with a four-tooth cam sensor (E) to recognize the position of the cam relative to the crank.

On the other hand, Godbold says that “racers that operate between 5,500 to 7,500 rpm won’t see any benefit from VVT. Even on the street, if you don’t already have the VVT components, it’s not worth the extra cost; it’s very expensive to add it, about as costly as a small blower or turbo.

On Gen IV LS VVT-enabled engines, GM supplies oil through a hole (circle) in the newly grooved No. 2 cam journal. The oil runs through the gun-drilled hollow cam core, then out the front via the central retention bolt and into the phaser.

“As cams get bigger, you need to limit the amount of VVT advance to avoid piston-to-valve clearance issues.” GM’s phaser scheme starts out at—depending on the model year—7 or 17 degrees advanced from the cam profile’s as-ground position, then retards as much as 52 to 60 crankshaft degrees from there. “From a failsafe point of view, the best solution is to physically limit the total amount of retard to 20 degrees with one of Comp Cams’ phaser travel limiter kits. That’s plenty to achieve big power gains with the right cam profile without major reprogramming. If you limited retard solely by reprogramming the ECU, if the system makes even the tiniest error that puts the valve into the piston at the same time for even a millisecond, it will destroy the valve and probably the piston.

As cams get larger, VVT engines may encounter piston-to-valve clearance issues. Comp Cams offers mechanical cam phaser limiter kits that limit the amount of cam advance. According to Comp, it’s safer to physically limit the advance rather than relying solely on reprogramming the ECU. PN 5460, shown here, fits 2009-and-later Gen IV and 2014-and-later Gen V engines. Comp Cams

“On a cam ground for active (but phaser-limited) VVT, you still have limits on intake opening and duration, but you can put virtually any exhaust lobe on it. Nevertheless, once the cam profile has over 240 degrees duration at 0.050-inch tappet lift, running a phaser limiter on even a street-driven car is not a good idea, because with that much duration, piston-to-valve clearance issues won’t allow enough cam advance to really make a difference.” If getting rid of VVT entirely, you also have to “turn off” or disable the ECU’s VVT-related tables.

Finally, for your non-VVT 6.0L L77 motor that’s going in that lightweight Rambler, remember that it is, as Godbold puts it, “Stupid-easy to make big power and torque numbers on an LS motor. It’s almost embarrassing how much a gain you end up with compared to performing similar mods on an old-school small-block.” With an automatic trans, a stock L77 is rated at 349 SAE NET hp, with 381 lb-ft of torque, so getting to 400 hp is simply a no-brainer with one of the performance cams in the adjacent table, a set of headers, and custom computer tuning. The recommended “shelf” cams are both good choices for a nonemissions, non-VVT, non-AFR, retrofit application in a lightweight car. LS motors just love to rev. Don’t be surprised if your final output at the flywheel is north of 425 hp.

Most Gen IV engines originally came with a one-bolt cam sprocket. While Comp Cams does offer one-bolt LS timing sets and cams, the selection of catalog three-bolt LS cam grinds is broader. This quality three-bolt Comp single-roller timing set (PN 3172KT) fits 58x four-pole reluctor Gen IV engines, and also includes a Hex-Adjust mechanism that simplifies degreeing-in a new cam plus a thrust bearing. It’s around $190 at Amazon and Summit. Comp Cams

Ask Marlan a Tech Question: Pitstop@HotRod.com

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[forgeline]

The first of many awards for this beauty? Congrats to Chuck Johnson and the team at Octane and Iron for winning this weekend's Goodguys Lonestar Nationals Chevy Truck Pick (sponsored by LMC Truck) with this gorgeous 1970 Chevy C10! It’s powered by 6.2L LS mated to a 6L80e transmission and rides on a Roadster Shop Revo chassis, Penske Racing Shocks coilovers, Wilwood disc brakes, Michelin Pilot Super Sport tires, and Forgeline DE3C wheels finished with Satin Black centers, Polished outers, and the optional tall center cap!

[thecardaddy]

1968 Chevrolet C10 - $50,995.00

1968 Chevrolet C-10 pickup truck, red, black interior, bought new in this county. Frame off restoration n, equipped with Vintage Air Co A/C, tilt wheel, Dakota dash clusters, all glass tinted, dual exhaust. Powered by new 5.3 LS engine with 25K miles on it, and a 6L80E automatic transmission from a 2012 Silverado. Equipped with a CPP pro touring suspension and 4 wheel disc brakes, new pro-corvette PSI wiring harness, which is the most expensive you can buy. Equipped with bucket seats but have the original bench seat. Rolling on 20” American Racing mag wheels. Please Note The Following **Vehicle Location is at our clients home and Not In Cadillac, Michigan. **We do have a showroom with about 25 cars that is by appointment only **Please Call First and talk to one of our reps at 231-468-2809 EXT 1 ** FREE Consignment Visit Our Site Today Easy To List Your Vehicle and Get it Sold in Record Time. from Cardaddy.com https://www.cardaddy.com/vehicles/vehicle/1968-chevrolet-c10-cadillac-michigan-16885787