Trickflow 245cc Solid roller cam?
Trickflow 245cc Solid roller cam? Lately I'very been thinking about going with a solid roller cam with my setup. I'm curious to know how far trickflow 245cc cathedrals have been taken as far as lift goes. It's a 427ci LSX with Twin 80mm turbos. Do the gains outweigh the losses/expenses with going with a solid roller setup vs a hydraulic. It is a street driven truck definitely and will spend a good amount of time at the track, but I would like to get everything out of it as far as power goes. I'm content with checking lash often lol. So I guess the real question here is... is it worth it? And will my heads limit me
I used to run solid rollers back in my NA BBC days and as long as you dont get super aggressive closing ramps they pretty much stay set.
the gains are a lighter valve train, letting you run a more aggressive opening ramp without using the gnarliest spring rate available.
if you got the coin, buy the ticket and take the ride! there is a bunch of power to gain with solids.
the gains are a lighter valve train, letting you run a more aggressive opening ramp without using the gnarliest spring rate available.
if you got the coin, buy the ticket and take the ride! there is a bunch of power to gain with solids.
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Lately I'very been thinking about going with a solid roller cam with my setup. I'm curious to know how far trickflow 245cc cathedrals have been taken as far as lift goes. It's a 427ci LSX with Twin 80mm turbos. Do the gains outweigh the losses/expenses with going with a solid roller setup vs a hydraulic. It is a street driven truck definitely and will spend a good amount of time at the track, but I would like to get everything out of it as far as power goes. I'm content with checking lash often lol. So I guess the real question here is... is it worth it? And will my heads limit me
~Steven
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Solid roller camshaft lobes can vary significantly depending on the application. An endurance application like road race or marine can have a much milder lobe compared to all out drag race applications. We can make a cam lobe for whatever the application demands.
We have LLR low lash street solid rollers that work fine with the regular Brian Tooley Racing .660" springs rated at 155/400 and we have solid lifter lobes that require springs closer to what Lil John mentions.
Some good springs for moderately aggressive, sub 8000 RPM, LLR street solid roller cams are the .700" PAC 1222x at 180/480, and the .750" PAC 1237x at 200/585.
Lobe lift, lobe design, RPM range, valve train components and intended use all play a part in picking your spring.
~Steven
We have LLR low lash street solid rollers that work fine with the regular Brian Tooley Racing .660" springs rated at 155/400 and we have solid lifter lobes that require springs closer to what Lil John mentions.
Some good springs for moderately aggressive, sub 8000 RPM, LLR street solid roller cams are the .700" PAC 1222x at 180/480, and the .750" PAC 1237x at 200/585.
Lobe lift, lobe design, RPM range, valve train components and intended use all play a part in picking your spring.
~Steven
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I tolerate the morel stuff. their Solid roller stuff is way better than their Hydraulic. Isky, Comp. Thats a low enough pressure that the stock sized drop in style lifters can be used. when pressures go over that and head for 1000 pounds open... I like to be .903 or 937 on the lifter with a bigger than stock roller.
I was looking toward the jesel rockers direction. funny you commented I actually just got finished reading through your thread where you did a detailed cam swap from a hydraulic roller to a solid roller from cam motion and that pretty much sealed the deal for me lol
My 502 when I was running a Comp solid street roller was using 1.55" springs setup to give 250 on the seat and about 550 open. And the BBC uses heavier valves and a smaller cam core than the LS. Surprised to hear the LS needs more than that.
Recently we had a customer's LS road race engine pull clean to 9200 RPM with less spring pressure than you have on your big block. You have to look at the whole package.
Valve train components and weights are part of the equation for sure, but you also have to look at lobe profile and RPM also. As you might guess, it takes a lot more spring to control .850" lift at 8500 RPM than it would .650" lift. Furthermore, it takes more spring pressure to control 8500 RPM than it does 7000 RPM.
We have done everything from NHRA Top-Fuel and Pro-Stock to street performance and it is very surprising to us how many engine builders over-spring.
Last edited by speedtigger; May 4, 2017 at 02:10 PM.
