LS Valve Train Noise Sucks! I challenge the aftermarket.
#23
TECH Enthusiast
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My previous 346 with CRL & XE-R lobes set up with correct preload & push rod length....sewing machine noise amplified by the Fast 92. Not annoying, just noticeable.
My replacement motor
assembled by others with LSL lobes is very quiet valve train noise wise with LS7 lifters.
I'm currently replacing this camshaft & I want to be sure that noise level stays the same. I contacted the builder & he uses the 3/4 to 1 turn of preload. When I rx'd the new cam, LSK lobes I measured the base circled & compared.
Installed the cam & recalculated preload & push rod length. I needed .025 longer pushrod which matched the difference in Base Circle measurements.
Turns out Shane's method of 1 1/2 to 1 3/4 is working out as well. That is from zero lash to 22 lbs torqued down.
The LSL & LSK lobes close the valve the same...softly.
My replacement motor
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I'm currently replacing this camshaft & I want to be sure that noise level stays the same. I contacted the builder & he uses the 3/4 to 1 turn of preload. When I rx'd the new cam, LSK lobes I measured the base circled & compared.
Installed the cam & recalculated preload & push rod length. I needed .025 longer pushrod which matched the difference in Base Circle measurements.
Turns out Shane's method of 1 1/2 to 1 3/4 is working out as well. That is from zero lash to 22 lbs torqued down.
The LSL & LSK lobes close the valve the same...softly.
#24
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You know, when I was a kid, we never had valve train noise in our motors.
We even ran gear drives instead of chain and had little noise.
I for one believe that the "lead" in the fuel back in the day did some good things to quiet valves, not just oxygenate the fuel.
We even ran gear drives instead of chain and had little noise.
I for one believe that the "lead" in the fuel back in the day did some good things to quiet valves, not just oxygenate the fuel.
#25
LS1 Tech Administrator
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OK, just saw this post.
I have stepped up for this exact problem and Billy Godbold with Comp Cams accepted the challenge. The cause of valvetrain noise primarily comes from the sound of a fast closing valve, particularly on the exhaust. Headers amplify this noise like a megaphone. What's the solution? Slow down the valve close (to decrease valve clatter and sewing machine noise) while keeping the valve opening fast (to preserve power).
The rate of close is the problem. Here's some rates of valve closing for popular Comp Cams:
LSL/LSR lobes: .009" per degree close
LSK lobes: .009" per degree close
XFI intake: .0085" per degree close
XFI exhaust: .0075" per degree close
XE-R lobes: .008" per degree close
XE high lift lobes: .006" per degree close
So as you can see, the Comp XE lobes have the softest close and as most of you know, these cams are pretty quiet. The problem is, the XE lobes are fairly mild and relatively low lift (.560s).
I asked Billy Godbold to develop a line of lobes that would be fast opening like the LSL lobes, but slow to close like the XE lobes. Comp responded with the new LXL lobes. The X stands for exhaust as these lobes work best on the exhaust where the majority of the noise comes from. The LXL lobes have the fast opening and lift (.610s) of the LSL lobes, but with a .006" per degree closing rate. It's like having your cake and eating it too.
I have been using these lobes since February for many Patrick G custom cams and the results have been extremely positive. Not many shops know about them or use them yet, but I have spec'd over 100 of them and nobody have been unhappy with the sound.
I have stepped up for this exact problem and Billy Godbold with Comp Cams accepted the challenge. The cause of valvetrain noise primarily comes from the sound of a fast closing valve, particularly on the exhaust. Headers amplify this noise like a megaphone. What's the solution? Slow down the valve close (to decrease valve clatter and sewing machine noise) while keeping the valve opening fast (to preserve power).
The rate of close is the problem. Here's some rates of valve closing for popular Comp Cams:
LSL/LSR lobes: .009" per degree close
LSK lobes: .009" per degree close
XFI intake: .0085" per degree close
XFI exhaust: .0075" per degree close
XE-R lobes: .008" per degree close
XE high lift lobes: .006" per degree close
So as you can see, the Comp XE lobes have the softest close and as most of you know, these cams are pretty quiet. The problem is, the XE lobes are fairly mild and relatively low lift (.560s).
I asked Billy Godbold to develop a line of lobes that would be fast opening like the LSL lobes, but slow to close like the XE lobes. Comp responded with the new LXL lobes. The X stands for exhaust as these lobes work best on the exhaust where the majority of the noise comes from. The LXL lobes have the fast opening and lift (.610s) of the LSL lobes, but with a .006" per degree closing rate. It's like having your cake and eating it too.
I have been using these lobes since February for many Patrick G custom cams and the results have been extremely positive. Not many shops know about them or use them yet, but I have spec'd over 100 of them and nobody have been unhappy with the sound.
__________________
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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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
#29
LS1 Tech Administrator
iTrader: (14)
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EPS lobes close around .008" per degree. The reason why they tend to run quieter than XE-R and LSL lobes are because their endurance profile does not require as much spring tension as the other lobes.
When I spec'd a cam for Speedtigger, he had a .600" lift limit on his cam sheet which meant he could not run the quieter LXL lobes on the exhaust. A 230 lobe in LXL is .609" whereas the 230 EPS lobe is .600". He also did not mention anything about wanting a quieter valvetrain in his cam questionnaire. Had I known, I would have spec'd an EPS/LXL lobe combo.
When I spec'd a cam for Speedtigger, he had a .600" lift limit on his cam sheet which meant he could not run the quieter LXL lobes on the exhaust. A 230 lobe in LXL is .609" whereas the 230 EPS lobe is .600". He also did not mention anything about wanting a quieter valvetrain in his cam questionnaire. Had I known, I would have spec'd an EPS/LXL lobe combo.
__________________
![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
![](https://ls1tech.com/forums/signaturepics/sigpic210_1.gif)
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
2022 Cadillac Escalade 6.2L A10 S&B CAI, Corsa catback.
2023 Corvette 3LT Z51 soon to be modified.
Custom LSX tuning in person or via email press here.
#30
TECH Junkie
iTrader: (51)
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Hey Patrick - whats the closing rate for a stock LS1 or LS6 cam?
Ive been wanting a sleeper cam but I do not want the added valve train noise. Which cancels out the CHeaTR cam so Ive been thinking of a 02 LS6 cam.
I was wondering if the Lingenfelter cams (GT2-3) or the GT11 create a noisy valve train? Anyone know?
Ive been wanting a sleeper cam but I do not want the added valve train noise. Which cancels out the CHeaTR cam so Ive been thinking of a 02 LS6 cam.
I was wondering if the Lingenfelter cams (GT2-3) or the GT11 create a noisy valve train? Anyone know?
#32
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The rate of close is the problem. Here's some rates of valve closing for popular Comp Cams:
LSL/LSR lobes: .009" per degree close
LSK lobes: .009" per degree close
XFI intake: .0085" per degree close
XFI exhaust: .0075" per degree close
XE-R lobes: .008" per degree close
XE high lift lobes: .006" per degree close
So as you can see, the Comp XE lobes have the softest close and as most of you know, these cams are pretty quiet. The problem is, the XE lobes are fairly mild and relatively low lift (.560s).
I asked Billy Godbold to develop a line of lobes that would be fast opening like the LSL lobes, but slow to close like the XE lobes.
LSL/LSR lobes: .009" per degree close
LSK lobes: .009" per degree close
XFI intake: .0085" per degree close
XFI exhaust: .0075" per degree close
XE-R lobes: .008" per degree close
XE high lift lobes: .006" per degree close
So as you can see, the Comp XE lobes have the softest close and as most of you know, these cams are pretty quiet. The problem is, the XE lobes are fairly mild and relatively low lift (.560s).
I asked Billy Godbold to develop a line of lobes that would be fast opening like the LSL lobes, but slow to close like the XE lobes.
Also I spoke to Lunati about their lobes and the representative claimed that their "street strip" lobes would be quieter than my Comp Cam. But, I don't know anyone who has comparative experience with the Lunati cams.
#35
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I have never had a noisy setup.Basic installs and never did anything out of ordinary but I run no more then half a turn preload, which is around .35 thou and the lsl lobes are super quiet No problems, I use EHT springs. Sometimes I have found more noise with more preload. I have never installed a xer lobe cam always xfi- or lsl comp.
#39
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You want to be a Speedtigger or a Speedpussycat because unfortunately the noise is created from the very same situation the enables you to make more power ![Icon Lol](https://ls1tech.com/forums/images/smilies2/icon_lol.gif)
It's the aggressiveness of the lobe profiles quickly lifting the valve off the seat....holding it close to peak lift as long as possible (where your heads are moving the most air typically), and then quickly dropping the valve back on the seat to keep the duration (seat timing) reasonable.
Its literally the faster valve motion your actually hearing, the meeting of the valve and the valve seat amplified by the header tube which almost acts as a bell making the noise even worse.
Now, some lobes are have slower profiles/ramp rates but wont make as much power....if your looking for the most performance it comes at the expense of some valvetrain noise but some folks have more than they should due to improper valvetrain selection and set-up.
Anyway...hope this clears up the "sewing machine" noise issue or should I say helps you better understand it.
If you ran an older design XE lobe (especially with a pair of cast iron exhaust manifolds) you wouldn't have nearly as much noise as the more common XER and LSL lobes with long tube headers but you wouldn't make as much power either.....thats the long and short of the situation.
-Tony
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It's the aggressiveness of the lobe profiles quickly lifting the valve off the seat....holding it close to peak lift as long as possible (where your heads are moving the most air typically), and then quickly dropping the valve back on the seat to keep the duration (seat timing) reasonable.
Its literally the faster valve motion your actually hearing, the meeting of the valve and the valve seat amplified by the header tube which almost acts as a bell making the noise even worse.
Now, some lobes are have slower profiles/ramp rates but wont make as much power....if your looking for the most performance it comes at the expense of some valvetrain noise but some folks have more than they should due to improper valvetrain selection and set-up.
Anyway...hope this clears up the "sewing machine" noise issue or should I say helps you better understand it.
If you ran an older design XE lobe (especially with a pair of cast iron exhaust manifolds) you wouldn't have nearly as much noise as the more common XER and LSL lobes with long tube headers but you wouldn't make as much power either.....thats the long and short of the situation.
-Tony
Thanks Tony and Patrick for stating what I've felt all along.
P.S. by the way...my valve train was the quietest by using Comp's suggestion and running .035 preload in my lifters. Comp cam, Comp springs. With .100 preload, it was so noisy I wouldn't drive it.
#40
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