Whats the deal with the lxl lobes?
01-03-2012, 01:01 PM
#1
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Whats the deal with the lxl lobes? While Ive been playing around with cam ideas, Ive been thinking about using these lobes. I know Patrick G uses them on the exhaust side but what about the intake side? They almost look like the EPS lobes but I cant find any info on them even on Comps website. Anybody know what the deal is?
01-03-2012, 07:22 PM
#4
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I do believe they are designed as exhaust lobes that set the valves down softer to reduce valvetrain noise and are more often than not used with LSL intake lobes.
01-03-2012, 08:54 PM
#5
I'll save you some time......
The LXL series is based off the popular LSL profiles but are optimized with lower acceleration and a softer closing ramp for less valve train noise and better stability with higher (1.8:1+) ratio rocker arms. These profiles are an excellent choice on the exhaust when used with an LSL intake and perform well for both the intake and exhaust when used in either LS7 or other high ratio applications. These also are a great choice for road race type engines that require extended use at high engine speeds.
The LXL series is based off the popular LSL profiles but are optimized with lower acceleration and a softer closing ramp for less valve train noise and better stability with higher (1.8:1+) ratio rocker arms. These profiles are an excellent choice on the exhaust when used with an LSL intake and perform well for both the intake and exhaust when used in either LS7 or other high ratio applications. These also are a great choice for road race type engines that require extended use at high engine speeds.
01-04-2012, 08:52 AM
#6
I use the LXL lobes on the intake side on some endurance and forced induction applications where enhanced valve control is required.
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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.
01-04-2012, 09:00 AM
#7
would/could these lobes used on a solid roller cam to help keep valve lash in check longer to prolong adjustments? Main reason I ask is because I plan on going solid roller for my 370 build. I understand the dynamics and maintenance issues related to a solid roller cam, and know they require lash adjustments, however the only ones I have experience with are old SBC solid rollers that require lash adjustments very often.
I know it will require lashing, not trying to escape that at all, just the frequency. I also understand that after a trip to the drag strip, lifting the valve covers will be a must regardless. I am just trying to avoid that check/adjustment after a weekend cruise.
I know it will require lashing, not trying to escape that at all, just the frequency. I also understand that after a trip to the drag strip, lifting the valve covers will be a must regardless. I am just trying to avoid that check/adjustment after a weekend cruise.
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01-18-2012, 06:52 PM
#8
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Needless to say a great lobe profile and gets the job done in a caddy
^^^
01-19-2012, 03:30 PM
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I'll save you some time......
The LXL series is based off the popular LSL profiles but are optimized with lower acceleration and a softer closing ramp for less valve train noise and better stability with higher (1.8:1+) ratio rocker arms. These profiles are an excellent choice on the exhaust when used with an LSL intake and perform well for both the intake and exhaust when used in either LS7 or other high ratio applications. These also are a great choice for road race type engines that require extended use at high engine speeds.
The LXL series is based off the popular LSL profiles but are optimized with lower acceleration and a softer closing ramp for less valve train noise and better stability with higher (1.8:1+) ratio rocker arms. These profiles are an excellent choice on the exhaust when used with an LSL intake and perform well for both the intake and exhaust when used in either LS7 or other high ratio applications. These also are a great choice for road race type engines that require extended use at high engine speeds.
02-01-2012, 05:34 PM
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would/could these lobes used on a solid roller cam to help keep valve lash in check longer to prolong adjustments? Main reason I ask is because I plan on going solid roller for my 370 build. I understand the dynamics and maintenance issues related to a solid roller cam, and know they require lash adjustments, however the only ones I have experience with are old SBC solid rollers that require lash adjustments very often.
I know it will require lashing, not trying to escape that at all, just the frequency. I also understand that after a trip to the drag strip, lifting the valve covers will be a must regardless. I am just trying to avoid that check/adjustment after a weekend cruise.
I know it will require lashing, not trying to escape that at all, just the frequency. I also understand that after a trip to the drag strip, lifting the valve covers will be a must regardless. I am just trying to avoid that check/adjustment after a weekend cruise.
Alot of times you can use a solid roller lobe on a hydraulic lifter setup but not vise-versa I'd imagine. If you are looking for a stable/smooth solid roller lobe I'd take a look at the RZ series.
10-24-2012, 09:53 AM
#16
270 218 139 .352 .059 .047 .563 .598 .634
274 222 143 .354 .065 .053 .566 .602 .637
278 226 147 .356 .072 .059 .570 .605 .641
282 230 151 .358 .079 .065 .573 .609 .644
286 234 155 .360 .086 .072 .576 .612 .648
290 238 159 .362 .094 .079 .579 .615 .652
294 242 162 .362 .101 .086 .579 .615 .652
298 246 166 .362 .109 .093 .579 .615 .652
10-31-2012, 05:52 PM
#19
EPS 230 duration @.006"-279, @.050"-230, @.200"-151
LXL 230 duration @.006"-282, @.050"-230, @.200"-151
Since the .050" and .200" durations are identical (and the max. lift numbers are close) it stands to reason the performance characteristics of the two profiles would be similar. I know plotting 5 points of a cam profile doesn't tell the whole story but it gives me a ballpark view. Clearly the additional duration @.006" on the LXL helps the valve on & off the seat easy.
11-01-2012, 03:50 PM
#20
Well Martin, they are just numbers so I can't really hurt myself can I? LOL. Here's the comparison I wanted to make between my current EPS lobe and an LXL lobe with the same duration @ .050" lift:
EPS 230 duration @.006"-279, @.050"-230, @.200"-151
LXL 230 duration @.006"-282, @.050"-230, @.200"-151
Since the .050" and .200" durations are identical (and the max. lift numbers are close) it stands to reason the performance characteristics of the two profiles would be similar. I know plotting 5 points of a cam profile doesn't tell the whole story but it gives me a ballpark view. Clearly the additional duration @.006" on the LXL helps the valve on & off the seat easy.
EPS 230 duration @.006"-279, @.050"-230, @.200"-151
LXL 230 duration @.006"-282, @.050"-230, @.200"-151
Since the .050" and .200" durations are identical (and the max. lift numbers are close) it stands to reason the performance characteristics of the two profiles would be similar. I know plotting 5 points of a cam profile doesn't tell the whole story but it gives me a ballpark view. Clearly the additional duration @.006" on the LXL helps the valve on & off the seat easy.
You are correct, the longer seat timing of the LXL is telling us in this case that it is slower off the seat than the LSG lobes are. The shorter seat timing on the LSG lobes tells us in this case that they are faster off the seat than the LXL lobes are.
