Next engine build

[oil pan 4]

It will be based off the GM LS3 serries and will use fuel injection and be all motor, no turbo.
I would like to use the GM VVT, but no one makes an after market controler that can do what I want. I plan to install mechanical limiters on the cam phaser and if I have to I will just figure out a way to hot wire the cam controler to just go on/off. "On" keeps the cam advanced for fuel economy, smooth idel and low speed torque. "Off" advances the cam how ever many degrees I see fit. This is ideal for high power high speed operation.
I will employ all the efficiency boosting tricks used on my diesel plus a few more, such as eaglerod.com "esp aromor" treatment for the crank.
This build will be done with mostly stock parts to save money, stock block, heads, intake, ignition and so on.

My special improvements are going to include unusally high compression, would like to run about 12.5:1 C/R maybe even higher on regular pump gas. Easy to do with a little 1940s technology.

I would like to harness the GM DoD that shuts down half the cylinders at light load but so far there has been 0 aftermarket support for DoD. I am thinking this might be a no go unless some how I figure out a way to get a factory style computer to do what I want.
GM expermented with five test corvetts fitted with DoD LS3s and they were able to hit 35mpg on the highway no problem.

Another me only feature I would like to try is inconel exhaust valves or "extreme duty race valves" that claim to be as good or better than inconel 625, but cheaper. I am having trouble finding inconel exhaust valves for sale by them selves. Also would like to use ceramic crowned pistons, so they dont melt.
This is to make it safer to experment with tunes using the hotest burning air fuel ratios like 13.2:1 for mild moderate acceleration and 15.7:1 and leaner cruse. Normally these A/F ratios are avoided. From a thermodynamic stand point this is ideal but from a materials stand point its bad, unless you are willing to spend a nice bit of money on materials the major auto makers would never consider using.

Since I am cheap and want to run regular gas on a high compression engine I will do this by 1 living at 4400 feet elevation (12% less air so 12:1 at 4400ft is a more like 10:1 at sea level).
2 running water methanol injection above an RPM to be figured out later on and at low manifold vacuum around 5'' of Hg or less. I am thinking that retarding the cam and the water methanol would kick in at about the same time.

The new engine and over all car weight loss coupled with a 6-speed transmission I am thinking I will be able to pick up about 9mpg (up to 12mpg if I can use DoD) and about 200 horsepower over the old carbed engine in there now.

My economy boosters will be, lean burn, hot burn, fuel injection, regular gas, conversion to a standard transmission and losing a couple hundred pounds.

Any one have any other theam ideas I can use on the GM LS serries?

[cleanspeed1]

Check with Mast Motorsports. I think they can give you the information you need to do a DoD conversion on your engine or at least show you the differences between the standard and DoD engines. The other thing is using the J&S Safeguard knock controller that offers group and individual cylinder retard, which is fully adjustable. With the sensors that already come on the engine plus the more accurate control of the J&S, you can get away with pushing the envelope a little. After that, my thoughts would be to barrier coat the pistons and combustion chambers, or at least do whatever it takes so that localized hotspots don't occur. Fortunately the LS has a great piston/combustion chamber combination.

[oil pan 4]

I think I am going to to stay away from the DoD setup.
Coating the pistons is a possiblity, I have been doing my own ceramic coating lately, since the LS2 doesnt have a oil squirter option its would help save the pistons.

[Big Dave]

What kind of vehicle are you planning to put this engine into, pan?

I don't think getting somebody to do the control work you speak of is all that impossible. There are bunches of aftermarket engine control houses and that biz is super-competitive.

Go to their HQ. Phone calls or Internet won't do. Make an appointment with the big cheese and tell him what you are looking for. Layout some C-notes for motivation. You'll have to sign some waivers. It is, after all, your idea. They don't want to be held liable if your engine explodes and causes a wreck.

DoD (now called Automatic Fuel Management) is common as dirt on 5.3, 6.0, and 6.2 V-8s. Maybe even 4.8 V-8s. I can't believe somebody won't do this for you.

What you are trying to do is a "parts-bin" engineering job. You can use existing hardware but you need some special hardware.

If you are gonna re-engineer an engine, act like an engineer. Somebody can fix you up.

Don't expect it for peanuts. You wouldn't want a doctor doing heart surgery for $1.98. Don't expect pros to help you until you treat them like pros.

Don't betray your idea by trying to Cheap-Charlie the execution.

[oil pan 4]

This will be for my 3rd gen camaro.

I try to learn the system inside and out before I try to blaze new trails.
Nothing wrong with parts bin engineering, I take a mature engine system that has been out there for a number of years with lots of different configurations and start matching them up. Think I will use about 75% factory parts for this one, this mix of parts comes from 5th gen camaros, C5/C6 corvettes and trucks.
Mostly factory parts, but nothing like anything every put into production.

The 6.5L build was about 95% factory or factory replacement parts.

[Big Dave]

Don't get me wrong. Parts bin engineering is just sound practice.

What I'm saying is don't give up on the VVT/AFM too quick just because nobody makes an ECM that off-the-shelf will do what you want to do.

On my F-350 I talked the "the man" and got a one-of-a-kind maxed out MPG tune. It worked and is really driveable but diesels are pretty well sorted out factory and I only gained about 0.75 MPG from it.

I think putting a 4.8 or 5.3 LS-series engine in your old Camaro is very do-able. Add a T-56 and even with just factory ECM settings it should be an excellent setup.

A little weight reduction and cleaning up the aero and it could be a killer.

I've wondered about doing the same to my gas-hog Impala.

[cleanspeed1]

I was curious and took a look at the DOD system. Pure genius. And most people who have cars with them are getting really good mileage out of them. Even the larger engines like the 6.2 V8 that were tested by GM in the Corvette picked up 5 mpg using the system. You can't ignore something like that. The reasoning why they don't offer it in a broader sense ranges from insider politics to how it sounds when it transitions from 8 to 4 cylinders. Mechanically, the only problem that is there is the limitation in lobe lift with the camshaft. I'd compensate with higher ratio rockers.
I would like to see what would happen if you ran your combination on E85, what kind of mpg you could get out of it.

[oil pan 4]

I don't know of any E85 around here. If E85 were easy to get I would build a strictly E85 engine.

I will at least find a way to use the VVT to some degree.

Plan to use gearing and a T56 to pick up most of my MPGs.

[Big Dave]

No point in bothering with E85 unless you jack up the compression.

The stuff only has two-thirds the heating value of RUG, so your MPG will fall through the floor.

[cleanspeed1]

Very true BD. A tech rep from Mast got back to me today, and he explained that the VVT system when properly tuned will yield more power and mpg by itself. The problems surrounding the VVT system concerns the lack of tuning expertise in the general populace and an overall prejudice because of misinformation. As he put it, "like when people were getting their heads around EFI back in the 80s". Lot of carb swaps took place until the rodders caught up; now, as we know, it's the hot setup.
They did a VVT swap with a cam in a 2000 Trans Am for a customer. The VVT system is defeatable, so the customer can run around with fixed timing and then turn it on at the track. The customer cut his et in the 1/4 mile by .4 sec and added 4 mph to the top end.
I asked if they had a cam grind that was more mpg biased, and they do. Combined with the VVT, it can produce a decent mileage boost without losing power.