MVDCGTO

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,

brad8266

iTrader: (23)

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.

MVDCGTO

Not a problem. I was expecting that. IMO its worth it as these lobes put some nice numbers down.

MVDCGTO

Anyone else?

JakeFusion

iTrader: (7)

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.

MVDCGTO

No more opinions?

Asmodeus

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".

mudflap1989

iTrader: (4)

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.

Asmodeus

Oh I'm sure things like that have happened! But it could have been a lot of different reasons, and it certainly isn't commonplace. I mean it could be as simple he could have gotten into it before the springs came up to temperature.. driver error and blaming parts..

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.

Patrick G

iTrader: (14)

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.

bsf

iTrader: (7)

I think that sums it up. I personally am not a 1%'er, so I went with XER's based on Patrick's advice.

98RedZone

iTrader: (1)

1%'er here, no problems yet, LSK intake lobe, Patriot Extreme Duals.

5.3LJimmy

iTrader: (10)

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.

GuitsBoy

iTrader: (4)

Personally I cant justify daily driving a LSK. I think reliability takes a bigger hit than what you gain in power. Expect to check the springs at 10 - 15K miles, and then check every 3 to 5K after that.

PREDATOR-Z

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.

Asmodeus

The standard patriot duals can handle the lift of an LSK lobe.. the extreme's just have more seat pressure and are assumed to last longer with those lobes. They both handle the same lift.

bigwillie

iTrader: (3)

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.