Jim Wolf has a demonstration on how to "adjust" the VVEL. There is a screw that moves the maximum position. Stock it goes up to 280 degrees, but if you max it out, you can get about 300 degrees of duration.

https://www.youtube.com/watch?v=LyubJV4siss

I remember seeing that video awhile back. Looks like there is one per cylinder. Wonder if anybody has played with it?

That sounds slightly scary. As to LSx parts in a VK.. I can pretty much guarantee you it wont work. I imagine the crank journal sizes are completely different.
The hardest part about DI is that last I checked no one makes aftermarket injectors for them. I had a Cobalt SS with DI and we would max out the inector duty cycle past 400hp. One company drilled out some injectors and got past 500hp and then made a custom fuel rail with an extra piggy back injector to get past 600hp. I would rather find a VK56DE so I wouldnt have to mess with any of that. I imagine cam cost would drop considerably without VVEL as well

The VK56's rod journals are .024 larger than the LS1/2/3. I would think you could have the crank turned. You would only be removing 24 thousands of metal off the rod journals for the LS3 rods to fit (if 2.1" works for the LS3, I'm pretty sure it would work for the VK56). You can pick up forged LS3 rods and Pistons for fairly cheap. This would save a lot of money on the bottom end.

Again, top end,, not a lot you can, nor even want to do, if you have the VK56VD. It already flows enough for 420hp and a relatively low compression 5.6L. I would just get better valve springs, maybe titanium retainers and call it a day.

Once I'm done overseas, I am seriously going to consider this.

VK56 parts
- Crank
- Main Bearings
- Seals and Gaskets

LS3 Parts
- Connecting Rods
- Pistons (just need to bore it out 1mm for LS1 pistons to fit)
- Rod Bearings
- Piston Rings
- Wrist Pins

Be more creative! Sniped this from a corvette forum. Two LS blocks welded together for a V12, 8.9L. Guess what the plans are for a transplant? A 240Z!!!

Man Creates 8.9 Liter V12 LS Engine - Corvette Forum

PPPSSTTT, check my post on GT40s.com,,, I found that weeks ago,, where have you been...lol :rofl2:

In hibernation for the Canadian winter. I just woke up.

since the VVEL control the openning of the valve, adjusting this *magic screw* also move the minimum valve opening.
I say the valve will not fully close if you want that 300 duration *we are talking about thousand of an inch here*
this is probably why Nissan does not want anybody to play with those screw.

I should test it with my spare VVEL head ;)

edit; after thinking about the problem ,, it could be fixed with a different thickness of valve lifter. so yeah that 300duration could be possible as per what JWT discovered.

Even if it doesn't close all the way, I highly doubt you will need it closed anyways if you are going to muck with it much.

I am thinking about using a standard throttle body and controlling the VVEL stepping motor in relation to RPM/throttle. It's going in a supercar, so, I don't really worry about the pumping loss from the throttle body.

I can't image needing the valves closed all the way, all the time, unless you wanted to do cylinder deactivation on one bank, but on a cross-planed V8, it would make for some very uneven firing.

The valve must close in order to build cylinder pressure.

Are you scrapping your current project? What's the latest update on it?

The valve close all the way, when adjusted. What I meant was, they might not "stay" closed, as in 0 duration. It shows in the video, even with the full adjustment, the valve closes.