Stock L92's... PSI 1511ML, PAC 1518, or Patriot Golds?
02-19-2010, 01:34 PM
#1
Stock L92's... PSI 1511ML, PAC 1518, or Patriot Golds? I've been a big fan of the patriot golds but these are some big valves we're talking here and I'm looking at 600 lift, 222 intake redline of 6800 ( VVT engine ) so any builders have bad experiences with any of the above springs controlling L92 valves?
02-19-2010, 04:08 PM
#3
Those EPS lobes work superbly with premium beehives like the PAC 1518s. They're more expensive than the Comp 26918s, but I've never heard of a failure.
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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.
02-19-2010, 04:58 PM
#4
Yeah I've read great things about the PAC's as well and havent been able to find a failure thread either BUT... Not many people I've found run them with the stock L92 valves either which are quite a bit heavier than the LS3 valves. So I thought I'd post up and see if anyone had bad experiences with controlling the L92 valves in particular?
02-19-2010, 05:35 PM
#5
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Yeah I've read great things about the PAC's as well and havent been able to find a failure thread either BUT... Not many people I've found run them with the stock L92 valves either which are quite a bit heavier than the LS3 valves. So I thought I'd post up and see if anyone had bad experiences with controlling the L92 valves in particular?
02-19-2010, 05:55 PM
#6
Yeah I've read great things about the PAC's as well and havent been able to find a failure thread either BUT... Not many people I've found run them with the stock L92 valves either which are quite a bit heavier than the LS3 valves. So I thought I'd post up and see if anyone had bad experiences with controlling the L92 valves in particular?
That help?
02-19-2010, 06:05 PM
#7
I've been running PAC 1521's with stock L92 valves for the last 6-8k miles with .660 lift. The heads were just sent back to WCCH to get the new Stage 3 porting. Richard checked the springs and the specs were almost the same as when they were new. Under 5lb difference. Shawn at VA Speed tested the same thing on the springs before he sent the heads to Richard.
That help?
That help?
Anyone know whats the price difference between the PSI's and the PAC's?
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02-21-2010, 11:23 AM
#8
I've been running PAC 1521's with stock L92 valves for the last 6-8k miles with .660 lift. The heads were just sent back to WCCH to get the new Stage 3 porting. Richard checked the springs and the specs were almost the same as when they were new. Under 5lb difference. Shawn at VA Speed tested the same thing on the springs before he sent the heads to Richard.
That help?
That help?
02-22-2010, 10:02 AM
#12
We've got the PAC 1518's in stock and ready to ship! Those are the ones I'd go with!
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02-22-2010, 11:30 AM
#14
The PSI 1511ML's are nice springs, however you will have to shim to get a high enough seat value to control those valves and you may find that there isn't enough lift once you do this. These springs have a slightly shorter free height so that at 1.800" installed height as I recall sets up at 120#. You would need to run the numbers and determine the setup height to achieve your required seat value and then use the bind height to see if you can handle the lift. I have used these springs a few times on lower lift setups with stock 241 heads and they have been excellent.
Last edited by vettenuts; 02-22-2010 at 06:16 PM.
02-22-2010, 02:39 PM
#15
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I'll be able to tell you in a few day's myself, as i'm about to install a set of beehives on my G8's l92 heads that will be used with an EPS lobed 222/230.....but i'm also using light weight (5grams) titainium retainers and (2grams) locks on top of the beehives. Basically I reduced some weight off the heavy intake valve.
Next up...super tune....
02-23-2010, 09:25 AM
#17
Ok, after talking with several sponsors about upgrading to LS3 intake valves, they all assured me that it would be awaste of money for my goals, so I went ahead and installed the beehive springs w/titainium retainers and locks (install height checked and properly shimmed) onto my G8's L92 oem valves with the EPS endurance lobed cam @ 222/230 ~.597/.599<112+3 and so far....the valvetrain is super quite and revs so fast!!!!
Next up...super tune....
Next up...super tune....
How I typically operate is by adding safeguard redundancy to everything so I tend to avoid breakages. One spring just scares the **** out of me but then again... My truck has stock beehives as did the truck before it and no issues at all and quiet. The Patriot Golds on my LS1 were noisy but also flawless performers although I didnt put a ton of miles on them either.
Seeing as I cant find any bad press about the PAC's and all your good insight here fellas I think Im going to try them. Thanks again boys
By the way of course I will be verifying installed height, push rod length etc etc. No corner cutting here
02-23-2010, 09:49 AM
#18
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Sounds promising thanks. How high do you take it up to?
How I typically operate is by adding safeguard redundancy to everything so I tend to avoid breakages. One spring just scares the **** out of me but then again... My truck has stock beehives as did the truck before it and no issues at all and quiet. The Patriot Golds on my LS1 were noisy but also flawless performers although I didnt put a ton of miles on them either.
Seeing as I cant find any bad press about the PAC's and all your good insight here fellas I think Im going to try them. Thanks again boys
By the way of course I will be verifying installed height, push rod length etc etc. No corner cutting here
How I typically operate is by adding safeguard redundancy to everything so I tend to avoid breakages. One spring just scares the **** out of me but then again... My truck has stock beehives as did the truck before it and no issues at all and quiet. The Patriot Golds on my LS1 were noisy but also flawless performers although I didnt put a ton of miles on them either.
Seeing as I cant find any bad press about the PAC's and all your good insight here fellas I think Im going to try them. Thanks again boys
By the way of course I will be verifying installed height, push rod length etc etc. No corner cutting here
But the way I look at is....even if a dual spring fails, there is a chance of you still damaging your engine. So at the end of the day....it's all about you setting up your combo to the right specifications and with the use of the correct parts.
02-23-2010, 01:50 PM
#19
FWIW I weighed up some valves a while back:
Stock L92 intake-108.6 grams -- Some non magnetic alloy
Manley 11620 -119 grams- Intake- The Manleys are solid SS
Manley 11621-92 grams- Exh
LS3 intake -89 grams -- hollow alloy and my current favorite (NA) with single springs
LS3 exh same part# as L92 Exh- some non magnetic alloy
Stock L92 intake-108.6 grams -- Some non magnetic alloy
Manley 11620 -119 grams- Intake- The Manleys are solid SS
Manley 11621-92 grams- Exh
LS3 intake -89 grams -- hollow alloy and my current favorite (NA) with single springs
LS3 exh same part# as L92 Exh- some non magnetic alloy
https://ls1tech.com/forums/generatio...-not-good.html
I found a bunch of similar threads claiming that they "heard of" stock valves breaking in L92 heads... My money is on poor valve control or **** poor installation skills. Making me lean back towards the duals again LOL ayayayyyy this is rough haha
02-25-2010, 03:26 PM
#20
Yet another update to my quest for the best spring to run...
im running a VVT engine and I discovered some info that the stock GM VVT phaser has to work against spring pressure to properly adjust cam position and this makes spring selection CRUCIAL to performance. In fact at this point I've discovered a lot more bad info regarding the gm VVT function than good and its making me increasingly more concerned about how well this VVT system will work for my goals.
Considering MAST performance seems to be the only shop that has done the R&D on VVT cams and they run the PAC 1518 spring then this is the direction I am going to go at this point.
I know I've been back and forth and sideways here fellas but info is key and I like my info. Look before you leap is my philosophy when building stuff.
Thanks a ton for all the opinions. Firer away if you have anything else to add.
im running a VVT engine and I discovered some info that the stock GM VVT phaser has to work against spring pressure to properly adjust cam position and this makes spring selection CRUCIAL to performance. In fact at this point I've discovered a lot more bad info regarding the gm VVT function than good and its making me increasingly more concerned about how well this VVT system will work for my goals.
Considering MAST performance seems to be the only shop that has done the R&D on VVT cams and they run the PAC 1518 spring then this is the direction I am going to go at this point.
I know I've been back and forth and sideways here fellas but info is key and I like my info. Look before you leap is my philosophy when building stuff.
Thanks a ton for all the opinions. Firer away if you have anything else to add.