[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

Yeah I’m in sales and product technical support, if you’re in the area you are more than welcome to pop in!

 

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

To answer the questions in the original post…
A double row in a LS1 doesn’t require any modifications to the timing cover to fit, generally any later model engine with a cam sensor mounted in the timing cover will need to be die grinded out to allow the cover to sit back flush on the block. As mentioned by the other guys, a good quality single row these days are just as good as a double row.
Either way the sump will have to be come off or at least lowered to get to the oil pick up bolt in the oil pump, which allows the pump to come off to get to the chain. For simplicity of install a single is good for this as a double row you ideally need to remove the pick up tube to elongate the mount tab hole to line up with the spaced out oil pump.

LS7 lifters can be purchased from almost anywhere these days, just make sure that when looking at the top of them they have a goldish coloured circlip holding the plunger in, this is a quick way to tell that they are proper LS7 lifters, a lot of people get caught out buying standard lifters thinking they are LS7.

Camshaft wise, the VCM710 is a very good camshaft, I may be biased as I work at VCM Performance and helped develop the grind, but it is one of best selling camshafts because it works and sounds good. But I do suggest having a think about what you want to achieve out of a cam as while the 710 works for some it doesn’t work for all(characteristics wise), a lot of people think bigger is always better but as Cava mentioned you can definitely achieve good results with something smaller it just depends on what you are wanting as a whole (idle, drive ability, power, rpm range etc.)

Another +1 for Adam at Precision, I speak with him on a daily basis more than I do with my missus while at work, or if you want give me a call at work and we can have a chat about some different options; we have a massive range of cams and even can do custom grinds. Just ask for me, Leigh. Also that offer is open to everyone as well if anyone needs a hand with camshafting a LS, give me a call and talk some rubbish 

 

• This reply was modified 6 years, 3 months ago by  Ranga.

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

For sh*ts and gigs, lol

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

Idiot, just read your post. Lol. To mesmerized by the pics.

I noticed your crossover lines are at the top of the caliper and haven’t been swapped so the bleed screw is at the top on both the front and back calipers?

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

Looks awesome mate!

You had a chance to test them yet? How do you find the feel of the pedal compared to before?

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

Bit of shits and gigs ‘shop I did of my car, lol.

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

We use to sell GForce products through work, that coil over kit was pretty cool but was sort of limited to only VZ Monaros unless you wanted to do some small mods to your car.

Chris Nicols the owner of GForce is a cool guy, very switched on, and does some cool mods to all the GTO’s over in the states.

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

Some pics!

Pulling the engine to do all the upgrades

 

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

Thanks Gmfan, yeah definitely thought about them, I’ve had a look at the Wilwoods and also Baers as

I’m a big fan of doing things in a way of still retaining some sort of could’ve come from factory aspect to everything, obviously thats hard to do for some things and also trying not to follow the sheep you have to do stuff thats not factory. I’d love a set of HSV AP 6/4Pot brakes but the rarely come up for sale and when they do they are dynamite to buy.

The CTSV upgrade is right up my alley, factory-ness and cost factor is pretty good for what you can get. Just comes down to available clearances.

 

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

This is what we do for VT-VF’s, have a bracket that comes down from the centre console frame behind the trim panels and mount the Extinguisher on the tunnel, keeps it up off the floor area, away from the moving seat and is in easy reach from the drivers seat.

Would have to check to make sure there is somewhere to mount off on your car though.

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[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

I took a snap of the cam Gears while at lunch to show the differences too.

Ive placed the timing mark at the bottom so you can see how different they are in relation to each other.

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[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

Is that a 58x replacing a 24x?

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

I’d agree to an extent, the early module were prone to being faulty, although they have dramatically improved in their quality and operation, and I have no issue with using them, I even sell them at work but I see it as a band-aid/quick fix on something that can be done properly.

Price isnt really a factor either, the module can range from 400-450 depending on the US dollar, and the 24x reluctor wheel and half moon is about $150 from memory, if you’re handy on the tools you can pull the crank out yourself and send it to the engine shop and get them to change it for a couple hundred.

6 one way, half dozen the other.

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

Justin at Ultimate is a very smart guy with electrical stuff!

At work we had a VX XU6 with a Single turbo 4.2 V6 Stroker on E85 etc. etc. (lot of money spent everywhere), and Justin had made a custom harness incorporating a P01 PCM in it, which made tuning it a breeze with our normal HP Tuners. Car made over 500rwkw all controlled by the P01.

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

One thing to note and be mindful of when selecting an LS engine to be used in a conversion is what ECU/PCM you want to use in relation to what LS engine type you have/want, thats if you’re wanting to use a factory PCM.

The most common ECU/PCM to use for ease and simplicity is the P01 PCM found in VTII-VYII V8. These have the ability to run cable throttle bodies setups, where as the E38 found in late MY06 VZ-VF’s and E40 VZ HSV requires a Fly by Wire throttle body and pedal assembly to operate. There’s also the 5.7L VZ PCM (I’ve forgotten the code for) which basically is a P01 but with Fly by Wire operation.

Now LS engines come with 2 types of Crank/Cam triggers, 24X and 58X Crank reluctor wheels and Half moon and 4 Point Cam gears. The 24X Crank Reluctor is suited to Half moon Cam gears (LS1’s actually have this on the back of the camshaft with the sensor in the block) and is found in all VTII-VZ5.7 Engines and also VZ HSV 6L(these have the half moon cam gear and cam sensor in the timing cover), with VZ MY06 6l to VF running a 58X reluctor wheel and 4 Point Cam Gear(cam sensor in the timing cover).

From this basically, if you are running a P01 PCM you require the 24X and half moon setup and 58X and 4 point for E38’s.

This in no way means you are restricted in what engine you can use by picking a PCM, obviously the easiest thing to do would be transplant both the engine and PCM that was in the donor car into your project.
Say for instance though you’ve picked up a LS P01 wiring harness and computer cause you want to run a cable throttle body on the cheap and a 6L 0r 6.2L out of a VE SS or HSV has somehow managed to find you and your wallet for the right price; now the issue you have is that the P01 requires a 24X crank and cam signal, 2 options, Lingenfelter offer a plug in conversion harness that goes between the crank and cam sensors and the PCM converting the signal from the 58X to 24X so everything operates as normal, the other option is to remove the crank and get an engine shop to remove the 58X reluctor wheel and install a 24X reluctor wheel and change the Cam gear on the front from the 4 Point style trigger to a half moon style as found on VZ HSV 6Ls, from this the P01 will operate as normal thinking its controlling a standard 5.7, except for the benefit of having a 6/6.2 with a cable throttle body setup.

Personally, I would pull the crank and swap the reluctor over as that way the engine is set up correctly mechanically to suit the P01 and you don’t have the extra hassle of trying to hide/neaten additional wiring with the conversion module, or the potential for electrical gremlins associated with extra modules.

I see the ultimate as using a P01 PCM, harness and Cable throttle running a VZ HSV 6L, as these are already setup with 24X setup, 6L capacity, 243 heads, correct sump if going into an earlier generation Commodore, good intake manifold and with the addition of a good quality 90mm Cable throttle, its happy days until the power bug bites you hard for more!

Hopefully this all makes sense, I’m falling asleep as I type, lol.

 

 

 

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

another + for TCE here as well, its all we use at work, good bunch of guys there that know their stuff.

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

Thanks Jaba, appreciate it.

Yeah that would be awesome if its not too much trouble, I’m aware they change to basically a VE offset but for some reason can’t find any definite measurements for the caliper clearances for the CTSV 6pot brembos.

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

With the C4 shorter body struts will they still fit up to a non-AWD hub assembly alright?

[RangaParticipant Victoria04 VYII Calais V8 97 Harley Fatboy View build HERE Member since: April 10, 2015 Posts: 22]

I think you’re right about the similarity between the brake setups between US to AUS. The 05/06 GTO was fitted with an LS2 the same as the VZ HSVs which would warrant the slightly larger brakes.

I’d look into some braided lines though if you were to try and source some VY lines. Even if you aren’t planning on pushing it hard, nothing better than a little overkill. lol. Especially when fitting those massive CTSV brakes I seen that you got in your build thread.

I’m actually pretty keen to see how it turns out as I’ve been looking at the kit for a while but can’t seem to commit to getting them for some reason. Maybe due to the fact that wheel choice would be limited due to calliper clearance.

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