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Generation III Internal Engine
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Old 01-26-2011, 05:47 PM   #1
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Default DOHC heads on LSx from a Nissan Titan...read

Found this article and was thinking if anyone has tried this or had the means to try...

-Garrett


http://www.hotrod.com/techarticles/e...der_heads.html


Quote:
Exotic Heads
Pete Aardema specializes in what could be the ultimate dare to be different, street-driven head conversion: changing American domestic pushrod engines to overhead cam configurations. The two main approaches used by Aardema: for single overhead cam (SOHC) conversions, fabricating a custom cam box that bolts to the existing pushrod-type head; for dual overhead cam (DOHC) changeovers, bolting on a DOHC head from a foreign engine.

For a DOHC conversion, the idea is to adapt a head from an engine family that has similar cylinder bore spacing to the pushrod engine you're working on. A Nissan Infiniti V8 is close to a small-block Chevy; a six-cylinder Subaru, a 4.3L Chevy 90-degree V6; a V8 Porsche, a big-block Chevy. Scope out swap possibilities by comparing head gaskets from different engines. It helps if the head bolt patterns are similar, but don't be afraid to plug and redrill head bolt and coolant holes in the block. Aftermarket blocks (say, from Dart) can be ordered with an undrilled blank deck and the bore centers only roughed in. Cometic can make custom head gaskets to order.



Paxton offers a universal... read full captionPaxton offers a universal airbox assembly for carbs, as on this small-block Mopar kit. A new, more compact, round airbox is also offered. The airbox plus aircraft-style flexible ducting (sold by Aircraft Spruce) could be used to fab a kit for a niche motor. Aircraft Spruce also sells aluminum plate to make custom mounting brackets.Provisions must be made to supply oil to the new head and block off the old, now-unneeded passages. This may require lifter-bore plugs-either completely blank (fabricate external oil lines), drilled to supply necessary internal oil to the top end, or so modified to keep the bottom end alive.

Most modern DOHC mills are beltdriven. You can often adapt or modify the original drive pulleys with custom idlers and different-length belts, or use a Gilmore setup with cogged pulleys. ASP is one source for special pulleys. Custom cams are available for any application these days, although they may need to be made from billet steel. And yes, Aardema is willing to offer advice and assistance to those attempting similar conversions.
Click the image to open in full size.
The chamber spacing on a Nissan DOHC head off an Infiniti or Titan V8 is within 0.009 inch of a Chevy small-block (both classic and LS). It may fit the LS even better because both have four head bolts/cylinder. Most engines tolerate a 0.010- to 0.020-inch misalignment, but to end up dead on, offset-bore the block.
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Old 01-26-2011, 10:37 PM   #2
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Bolting them on is one thing. Working out a way to drive the cams is a whole new can of worms though.. It would definitly be unique though.
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Old 01-26-2011, 10:46 PM   #3
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prolly more work to just use heads that flow significantly less than stock or a ported stock ohv 2v casting. and make cam install much more complicated. is it different? sure. better. nah!
more work for less imo.
unless a stock nissan head outflows a portedor stock 243 which just bolts on. which i serioulsy doubt.
i just dont see the point
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Old 01-26-2011, 10:54 PM   #4
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Ported LS7 Heads are flowing over 400 CFM! There's no way those stock nissan heads could come within 100 CFM of that.
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Old 01-26-2011, 11:03 PM   #5
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Folks get way too hung up on the overhead cam thing. If it added a lot of power or fuel mileage...but it does not and is more complex and expensive to produce and repair. It is heavier also.
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Old 01-27-2011, 12:38 AM   #6
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Quote:
Originally Posted by ChucksZ06 View Post
Folks get way too hung up on the overhead cam thing. If it added a lot of power or fuel mileage...but it does not and is more complex and expensive to produce and repair. It is heavier also.
Agreed. I've never understood the fascination with them either. Are they different and capable power plants? Yes, but not necessary by any means..
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Old 01-27-2011, 06:24 AM   #7
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Why not just use a Nissan block?

Sorry to be obvious.
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Old 01-27-2011, 06:58 AM   #8
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Quote:
Originally Posted by WKMCD View Post
Why not just use a Nissan block?

Sorry to be obvious.
Agreed.
And folks here think camming a ls is expensive. Try buying 4 sticks for 1engine. Jim Wolf sells them at around 300 per stick. ( and get about 25whp.)
Who knows what they would run for a custom aplication.
Being a former Nissan nut, this was a cool read with the question being why?
Thanks!
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Old 01-27-2011, 07:19 AM   #9
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Interesting, but totally pointless.
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Old 01-27-2011, 08:04 AM   #10
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yeah my kelford cams for my subaru were in the 1200.00 range, not sure on power increase but way more expensive.
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Old 01-27-2011, 08:46 AM   #11
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If you must have 4-cams, why not just get one of the Corvette/Mercury Marine motors? At least it's partially Chevy.
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Old 01-27-2011, 09:31 AM   #12
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Quote:
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If you must have 4-cams, why not just get one of the Corvette/Mercury Marine motors? At least it's partially Chevy.
Dont forget the northstar motors used in Caddys are DOHC too.
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Old 01-27-2011, 09:50 AM   #13
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waste of time.. waste of money.. this is just like the Ford guys trying to adapt LS heads to their sbf. It's retarded.
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Old 01-27-2011, 10:23 AM   #14
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I see no benefit to this at all.

As everyone else stated, whats the point??

Will is make more power?? Unlikely. Better fuel economy or driveability?? Even more unlikely. About the only thing it can do is turn higher RPM's, which is pointless if you're making less power overall and losing low end power and torque.

If you want a DOHC engine, build a Ford Aluminator - 5.4 DOHC, fully built for whatever you want to throw at it. If you want to build an LSX, stick with what the engine was designed for - OHV 2V heads that can move massive amounts of air.
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Old 01-27-2011, 10:44 AM   #15
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Nelson racing engines has already developed one. I watched a video of his block heads and crank he designed for dohc. It will finally do away with the dohc argument.

dont think its going to net much gain. Remember you may get rid or pushrod weight, however your replacing that with 4 cams, twice as many valve springs working against your motor. Setting up the valve lash is twice as much work.

I guess you could turn the middle of the engine into a neat cooler for your chosen beverages, im guessing the import market would like that.

However cam-ing your ride would be rather pricey. I never thought of that before. Good point whoever mentioned that one.
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Old 01-27-2011, 10:45 AM   #16
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Oh and i forgot about the 20 foot timing chain or belt
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Old 01-27-2011, 10:48 AM   #17
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It would be easier to operate two valves per rocker than to switch to a dohc configuration
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Old 01-28-2011, 08:53 AM   #18
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Quote:
Originally Posted by twelver12 View Post
It would be easier to operate two valves per rocker than to switch to a dohc configuration
Agreed.
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Old 01-28-2011, 02:35 PM   #19
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Quote:
Originally Posted by twelver12 View Post
It would be easier to operate two valves per rocker than to switch to a dohc configuration
Not necessarily... the head now has twice as many ports and not much room for them since the existing pushrods take up that room...

i.e. even with each pushrod operating two valves, the 4 ports take up all the room where the pushrods would be passing thru the head.
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Old 01-28-2011, 05:47 PM   #20
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Interesting, but that's about it. Think of the piston problem also.
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Old 01-28-2011, 05:47 PM
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4v, cylinder, dohc, head, heads, ls, ls1, lsx, nissan, ohc, putting, sbc, smallblock, titan, valve


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