Question about LLSR on the street
TECH Fanatic
Joined: Aug 2009
Posts: 1,845
Likes: 255
From: Coast of San Mateo County Between Pacifica & HMB
My build will be on the Dyno early mid Sep all goes well.
MAMOFIED TFS LS3 Heads, MAMOFIED FAST 102 W/ Mid Length Runners,
Big Bore 4.175", Stock Stroke, 396" CAM MOTION LLSR.
I will start a build thread by end of July.
For max effort 346 check out DarthV8r build thread then
Absolutely Tony for MAMOFIED MMS 220s with MSD
Cathedral Intake or FAST 102 W/Mid length runners(if ever available
for cathedral?) in order to take advantage of LLSR Cam,
7200+ RPM.
My .02
MAMOFIED TFS LS3 Heads, MAMOFIED FAST 102 W/ Mid Length Runners,
Big Bore 4.175", Stock Stroke, 396" CAM MOTION LLSR.
I will start a build thread by end of July.
For max effort 346 check out DarthV8r build thread then
Absolutely Tony for MAMOFIED MMS 220s with MSD
Cathedral Intake or FAST 102 W/Mid length runners(if ever available
for cathedral?) in order to take advantage of LLSR Cam,
7200+ RPM.
My .02
Not a bad choice in the bunch. The Mast heads are thing of beauty for sure.
https://ls1tech.com/forums/generatio...l#post19316630
After reading post #409 why are we all not just using LS7 lifters?
After reading post #409 why are we all not just using LS7 lifters?
Not saying a LS7 lifter won't rev.
For me, it was that the valve follows the cam profile more "perfectly". There is no pump up or pump down, so the only delay in opening the valve from the cam moving is any flexion in the pushrod and .007" lash.
For me, it was that the valve follows the cam profile more "perfectly". There is no pump up or pump down, so the only delay in opening the valve from the cam moving is any flexion in the pushrod and .007" lash.
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Verdad Gallardo Pumping losses in the lifter. The valve doesn't follow the cam as perfectly as it does with solids
Let me turn this back around - why do all the high end NASCAR level stuff not just use LS7 lifters? There is 20-30 HP to be had in optimizing the valvetrain on the same cam profile, per Martin Smallwood
Granted, very few of us are building NASCAR engines, but if there's something to be gained from them and no added maintenance required, why NOT take advantage of those gains?
Let me turn this back around - why do all the high end NASCAR level stuff not just use LS7 lifters? There is 20-30 HP to be had in optimizing the valvetrain on the same cam profile, per Martin Smallwood
Granted, very few of us are building NASCAR engines, but if there's something to be gained from them and no added maintenance required, why NOT take advantage of those gains?
Pumping losses in the lifter. The valve doesn't follow the cam as perfectly as it does with solids
Let me turn this back around - why do all the high end NASCAR level stuff not just use LS7 lifters? There is 20-30 HP to be had in optimizing the valvetrain on the same cam profile, per Martin Smallwood
Granted, very few of us are building NASCAR engines, but if there's something to be gained from them and no added maintenance required, why NOT take advantage of those gains?
Let me turn this back around - why do all the high end NASCAR level stuff not just use LS7 lifters? There is 20-30 HP to be had in optimizing the valvetrain on the same cam profile, per Martin Smallwood
Granted, very few of us are building NASCAR engines, but if there's something to be gained from them and no added maintenance required, why NOT take advantage of those gains?
I fully understand the advantages, why are we all using 15 degree cylinder heads now? Was this a result from engineering from one (or all) of the Big 3?
Not in this section.(Unless your using TFS)
The question was in reference to NASCAR engineering development. Remember the big charge to 18 degree cylinder heads in the middle 90's, known to most as the SB2.
Darth spoke about NASCAR engineering and how that has spilled over into the aftermarket world of engine building, providing many advantages to the normal street driven population. Given the funds and knowledge are at your disposal!
Back to what I was initially referring too was based around a BS statement that LS7 lifters could be revved to ~7800 rpm's safely is nothing more than fools gold!
If your goal is high rpm, then you need stability. That stability is found in the compound component used in setup's like the OP asked about.
My only real concern is this......If your after every ounce of HP a given combination can produce be preparred to spend the money all the way through the process. Light Valves, High end lifter's, High end pr's, High end Springs, and last but not least High end Rocker Assembles.
The question was in reference to NASCAR engineering development. Remember the big charge to 18 degree cylinder heads in the middle 90's, known to most as the SB2.
Darth spoke about NASCAR engineering and how that has spilled over into the aftermarket world of engine building, providing many advantages to the normal street driven population. Given the funds and knowledge are at your disposal!
Back to what I was initially referring too was based around a BS statement that LS7 lifters could be revved to ~7800 rpm's safely is nothing more than fools gold!
If your goal is high rpm, then you need stability. That stability is found in the compound component used in setup's like the OP asked about.
My only real concern is this......If your after every ounce of HP a given combination can produce be preparred to spend the money all the way through the process. Light Valves, High end lifter's, High end pr's, High end Springs, and last but not least High end Rocker Assembles.
Personally I wouldn't rev ls7 lifters that high, but maybe that's me. But I didn't want to answer with a personal preference. Or something like "just trust me they're better"
Back to what I was initially referring too was based around a BS statement that LS7 lifters could be revved to ~7800 rpm's safely is nothing more than fools gold! If your goal is high rpm, then you need stability. That stability is found in the compound component used in setup's like the OP asked about. My only real concern is this......If your after every ounce of HP a given combination can produce be preparred to spend the money all the way through the process. Light Valves, High end lifter's, High end pr's, High end Springs, and last but not least High end Rocker Assembles.
Valve train stability and geometry is super critical.
Thread Starter
TECH Resident
Joined: Oct 2014
Posts: 898
Likes: 71
So Darth, whee does your power really start coming in. I have an A4 with a 4k stall and getting ready to go with a 12 bolt with 4.10s.