LSK lobes for a Daily Driver?
#1
Staging Lane
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LSK lobes for a Daily Driver?
How are these for a DD LS1? How hard are they on the valve train? Those of you who have the on your car, how many miles do you have on them and the valve springs? Will I have to change springs every 10-15K? Thanks,
#2
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They are pretty hard on springs due to the high lift and fast ramp. You will need dual springs and they will have to be checked for seat pressure every 10-15k and replaced if needed.
#5
Super Hulk Smash
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I'd go with the XE-R. They make plenty of power and are less of a pain to deal with for a hydraulic cammed car (valve float and solid-roller type maintenance).
I think the LSK fad is more or less over with. People love the MS4 still because it does perform, but most customer grinders are not really pushing the LSK lobes like they were. After getting some miles on them, people saw they really could FUBAR a valvetrain and there wasn't enough of a gain to warrant the excess maintenance costs.
Even now with the amazing head flow and very powerful mid-lift flow numbers of the TFS heads and LS7/L92 stuff, people are going to relatively mild lobes that are on par or softer than the XE-R with great success.
I think the LSK fad is more or less over with. People love the MS4 still because it does perform, but most customer grinders are not really pushing the LSK lobes like they were. After getting some miles on them, people saw they really could FUBAR a valvetrain and there wasn't enough of a gain to warrant the excess maintenance costs.
Even now with the amazing head flow and very powerful mid-lift flow numbers of the TFS heads and LS7/L92 stuff, people are going to relatively mild lobes that are on par or softer than the XE-R with great success.
#7
I DD mine, it's got maybe 2k on it.. when it starts to valve float, I'll change them.. but I believe that Texas Speed was running them with dual springs and getting 30k+ out of them with no problems.
Let me put it this way.. I have not yet seen a post on this site that has said "I have to change my dual springs because my LSK lobes are too agressive".
Let me put it this way.. I have not yet seen a post on this site that has said "I have to change my dual springs because my LSK lobes are too agressive".
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#8
On The Tree
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Originally Posted by Asmodeus
Let me put it this way.. I have not yet seen a post on this site that has said "I have to change my dual springs because my LSK lobes are too agressive".
#9
Originally Posted by mudflap1989
But I have seen a post in which a guy broke a dual spring with somekind of cam with LSK lobes (I can't remember which cam, I think MS4), I think that there was only like 3k miles on them too. Was the due to the LSK lobe? I can't say, maybe it was a defective spring? I decided against LSK lobes personally for my build.
LSK lobes certainly aren't for everyone, but they do pull more rwhp by a few ponies simply because they hold the valve open longer past .200 than an XE-R lobe of the same duration.
#10
LS1 Tech Administrator
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The LSK lobes demand that you pay closer attention to setting spring heights correctly (which typically involves shimming the spring to a certain clearance before coil bind), running a good quality spring (like an AFR 8019, Patriot Extreme dual, Comp 921 or the upcoming Comp 928 beehive), and running the proper plunger depth for your hydraulic lifters. If you sweat the details, the payoff in there...more power under the curve. For the 1 percenters out there, it's worth it.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
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2013 Corvette Grand Sport A6 LME forged 416, Greg Good ported TFS 255 LS3 heads, 222/242 .629"/.604" 121LSA Pat G blower cam, ARH 1 7/8" headers, ESC Novi 1500 Supercharger w/8 rib direct drive conversion, 747rwhp/709rwtq on 93 octane, 801rwhp/735rwtq on race fuel, 10.1 @ 147.25mph 1/4 mile, 174.7mph Half Mile.
2016 Corvette Z51 M7 Magnuson Heartbeat 2300 supercharger, TSP LT headers, Pat G tuned, 667rwhp, 662rwtq, 191mph TX Mile.
2009.5 Pontiac G8 GT 6.0L, A6, AFR 230v2 heads. 506rwhp/442rwtq. 11.413 @ 121.29mph 1/4 mile, 168.7mph TX Mile
2000 Pewter Ram Air Trans Am M6 heads/cam 508 rwhp/445 rwtq SAE, 183.092 TX Mile
2018 Cadillac Escalade 6.2L A10 Pat G tuned.
LS1,LS2,LS3,LS7,LT1 Custom Camshaft Specialist For custom camshaft help press here.
Custom LSX tuning in person or via email press here.
#11
TECH Resident
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Originally Posted by Patrick G
The LSK lobes demand that you pay closer attention to setting spring heights correctly (which typically involves shimming the spring to a certain clearance before coil bind), running a good quality spring (like an AFR 8019, Patriot Extreme dual, Comp 921 or the upcoming Comp 928 beehive), and running the proper plunger depth for your hydraulic lifters. If you sweat the details, the payoff in there...more power under the curve. For the 1 percenters out there, it's worth it.
I think that sums it up. I personally am not a 1%'er, so I went with XER's based on Patrick's advice.
#13
10 Second Club
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Originally Posted by mudflap1989
But I have seen a post in which a guy broke a dual spring with somekind of cam with LSK lobes (I can't remember which cam, I think MS4), I think that there was only like 3k miles on them too. Was the due to the LSK lobe? I can't say, maybe it was a defective spring? I decided against LSK lobes personally for my build.
#15
TECH Senior Member
I think the argument should be: Match the components well and LSK will work with no issues.
LSK acts like a crutch on most heads simply because very few GM castings can flow anything beyond .650 lifts.
Soooooo, run the proper springs, proper lifters and enjoy some kick *** below curve power.
I like low 23x duration LSK lobes, they have worked for me at the track.
LSK acts like a crutch on most heads simply because very few GM castings can flow anything beyond .650 lifts.
Soooooo, run the proper springs, proper lifters and enjoy some kick *** below curve power.
I like low 23x duration LSK lobes, they have worked for me at the track.
#16
Originally Posted by 5.3LJimmy
I saw that post also. It was an MS4 cam, but the guy was using patriot duals when he should have been using extreme duals. I'm sure it was due to running a spring that was not designed to handle the lift that caused the failure.
#17
I am by no means a 1%'er. For the last 6 months, I've been daily driving a 227/227 LSK from TR in my 2000 SS Vert. Stock heads, A4. I got it for under the curve power to push the heavy Vert. Not too bad on peak power either. In my A4 with a loose converter, it put down 380 rwhp with a Fast 90 setup. TR guys said I'd be 10 or 15 down with a regular TR224. I don't have much to compare it to b/c this is my first cam. But for daily driving, its been fine.