Imagine how awesome it would be if honda hooked up with chevrolet teamed up with chevrolet to make vtec LS engines.
Imagine how awesome it would be if honda hooked up with chevrolet teamed up with chevrolet to make vtec LS engines
Cameron Nelson
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Jason Morgan
Forgive me if i'm not onto this but Isn't that basically what the LT5 was? fairly high-revving for its time and displacement reliable V8 that i heard was kinda peaky and made quite a bit of its power at the higher RPMs.
Lingenfelter has also made high-revving cammed LS and whatnot. i don't remember where i found the video.
Also feel like this thread is going to be nothing but shitposting come-morning and i'm probably jinxing it too. guess we'll see.
Angel Parker
But user, Chevrolet's VLC is functionally identical to Honda's VTEC. Two cam lift profiles, and the ECU can switch between them using oil pressure.
The LT5 was completely different from the LT-generation small blocks. It featured DOHC, making it quite heavy, andexcept for the bore spacing, it shared nothing wth the other LT's.
Chevrolet made the old DZ302, which aftermarket builders like Lingenfelter have replicated. Used in trans Am and Formula 5000, it was a high-RPM screamer. Thing was safe up to at least 7000RPM - although they were used up to 8000RPM, which kinda hurt reliability. They competed with Ford's 302 and Mopar's 304 engines, all of them using 3'' strokes and ~4'' bores - really oversquare.
Jaxson Anderson
Show me a video of how vlc works..
I doubt it is efficient as vtec.
Logan Reed
Variable cam timing is different to variable valve lift.
People get them confused.
David Diaz
>Imagine how awesome it would be if Toyota hooked up with Yamaha teamed up with Yamama to make small performance four cylinder engines.
Jaxon Hill
I was thinking about this the other day:
>grab an LS block
>grab 2 K20A heads
>considering it is cam in block, there are no oem chainguides on the top like all OHC v8s
>make custom chainguides, using k20 parts, weld them to the block
>bolt one on the left side, bolt the other one on the right side rotate it it 180º like in pic, so you don't need to make a custom mirrored head
the main problem is bore spacing as its different
maybe a smaller rover v8 might work
Anthony Nguyen
That happened though.
Easton Lewis
Is VLC a thing?
I can't find anything on the internet about chevrolet VLC.
Ayden Thomas
>that's the joke
Jayden Morris
It works exactly like VTEC. Two cam lobes, one small, one big, and oil pressure (controlled by the ECU) determines which lobe is used.
Probably getting confused with VLC media player.
en.wikipedia.org
That way you'd have a cam chain guide on each side of the block. Practically impossible.
Bore spacing will never match up 100%. Rovers are 107.7mm, K20's are 94mm. You might as well use a custom billet block, like the Synergy V8 uses, and then mirror a single head so you have chains on one side.
DOHC conversion for the LS exist - and they don't offer any head flow advantages over a good, well-ported pushrod OHV setup.
Ethan Ross
This is a poorly designed troll image.
I hope you don't actually believe it.
Jason Martin
>That way you'd have a cam chain guide on each side of the block. Practically impossible.
not at all, thats how the ariel v8, the synergy v8 and other motorcycle based v8's work
that way you don't have to make a new head with the intake and exhaust on the opposite side
>nd they don't offer any head flow advantages over a good, well-ported pushrod OHV setup
yeah right, mercury marine heads make a shitload of power
Noah Turner
and heres the bolt v8, you can see the gear cover
you can see the timing chain cover on opposite sides of the engine
Lincoln Cooper
Alright then, practically possible, but not really practical. Then again, I don't see those small companies making their own reversed heads.
Heads don't make power. Heads make airflow, and internals convert airflow, gasoline and a spark into power. Yes, Mercury Marine heads can support a lot of airflow, and thus a lot of power, but they're inferior to other 2v pushrod 5'' bore spacing offering, with a similar bore (in the 4.6'' range). These things flow 450 @ 0.8'', where most 5'' bore spacing heads flow over 550cfm @ 0.9'' or 1.0'' of lift. The MR heads do not support large airflow. Their only niche is extended high RPM usage, like in boats. Automotive, not so much. I also love how they're comparing their DOHC 4.6'' bore head to the 4.06'' LS3 as if there's any sound comparison to be made.
Levi Bailey
>Thing was safe up to at least 7000RPM
like a fucking bone stock LS1 with a cam
Adrian Watson
>but they're inferior to other 2v pushrod 5'' bore spacing offering,
no shit, mercury marine heads are meant to be used on LS7s which have a 4.125 in bore
a 5 inch bore head having bigger cfm numbers is not impressive considering it is a bigger head
>DOHC 4.6'' bore head to the 4.06'' LS3
where are you getting the 4.6" number?
besides, they are also comparing it to the stock LS7 heads
Benjamin Jackson
the thing is that one was made back in the late 80's
forgot the link
mercuryracing.com
James Ward
>where are you getting the 4.6" number?
Chase Stewart
>640 lbs longblock
makes the LS1 look like a paper weight
Jeremiah Wright
but isn't that the chevy big block head?
hotrod.com
Leo Butler
Also of note: Mercury racing needs a 9.0 twinturbo to make 1650 - Nelson needs 441ci (7.2L) to make 1700. The Mercury DOHC costs around 65K, Nelson's offerings are around 40K.
nelsonracingengines.com
Michael Gonzalez
>The Mercury DOHC costs around 65K
but again, thats the big block package right?
>the crate engine LS7 with SB4 heads will be Summer 2016. Pricing isn’t set yet but were estimating it to be in the area of $26 to $30K.
also
>an LS7 based crate engine
an LS7 is not 9 liters neither it has a 4.6 bore
Connor Reyes
>DOHC LS V8s are coming