Jenson

iTrader: (32)

TS is much stronger and more wear resistant than 4130 steel. Ti has a strong tensile strength, similar to 4130, but the wear characteristics arent that of 4130 steel, much less tool steel. That how they can design TS retainers to be very light as the material is really strong in every aspect. Ti on the other hand needs to be a beefier design, but the material is so light its not a big deal.

And FWIW on the cam aspect, I spec'd out that 217/221 LSL cam for myself a few months back to make more torque than an LS6 cam and 30-40 more peak. And also to use as a turbo cam later on in the engines life. As far as average power to 6500, it murdered everything I threw at it in EA pro, boosted and N/A, on a stock LS6 engine.

LQ4-E39

iTrader: (7)

I wanted to bump this thread as I am looking at slapping in a cam (keeping the motor strictly NA for now)

Here's what I am thinking:
https://www.texas-speed.com/p-1157-t...ve-spring.aspx

Texas Speed 228R 228/228 .588"/.588" Camshaft, 112LSA

The lift is under .600" so I can use the spring that come in the kit, which is nice.

Are dual valve springs necessary?

I do not know what length pushrods I need - can anyone advise? Should I order the pushrod checker or just reuse the stockers? the motor is a basically stock 2003 Express van LQ4 6.0, but the heads are 317s that have been milled .026".

intenseblue

iTrader: (1)

I'd run a large split like a ten-twelve degree bc of that exhaust setup. Something like a 222/232 114lsa

intenseblue

iTrader: (1)

A single pattern cam with an exhaust that corked is not gonna be optimal. Itll gain over an ls6 but for the same money you can do better. Id call EPS. Hes done some cams for stock exhaust that were killer.

99Bluz28

iTrader: (35)

Okay, so with sticking with stock exhaust manifolds either a 223/234 113lsa+2 with a IVC of 42.5 and 2.5* overlap, or a 224/234 113lsa+3 with a IVC of 42 and 3* overlap. IMO, this is as big as I would go, unless you put a set of LT headers on it.