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After some research, I've found that LS7 lifters are simply a replacement, rather than an upgrade. Considering that my car only has 21K miles, I'm going you either leave them or replace with something better.
1. Keep original LS1/LS7 lifters
2. Model 6504
3. Johnson 2110
What do I NEED, keeping in mind a BTR Stage III is the largest cam I'm looking at, BTR .660" springs, and not turning more than 6500 RPMs.
After some research, I've found that LS7 lifters are simply a replacement, rather than an upgrade. Considering that my car only has 21K miles, I'm going you either leave them or replace with something better.
1. Keep original LS1/LS7 lifters
2. Model 6504
3. Johnson 2110
What do I NEED, keeping in mind a BTR Stage III is the largest cam I'm looking at, BTR .660" springs, and not turning more than 6500 RPMs.
I've run all of the above lifters in a couple of my cars. They will all do the job for your projected setup and usage. Johnson 2110s are the best of the three followed by the Morel 6504s followed by the LS7s, at least in my opinion. Your stock low mileage lifters would do the trick also so just depends if you want to upgrade but I would not consider upgrading to be a necessity in your case. If you were regularly racing the car, looking for a max effort setup, running a more extreme valve train setup, etc. I would opt for the Johnson 2110s or the like or even link bars possibly but for just a fun toy the necessity just isn't there.
Something I forgot to mention before, I would highly suggest upgrading to stock LS2 lifters trays, they are stronger than what you have in there now.
Also, with a 6,500 rpm limit the BTR stage III doesn't look like the right cam for you as it will want more rpm than that especially with head work to squeeze the max potential from it. I like the other cam options a lot more in your case.
All my opinion of course.
Last edited by StealthFormula; Jan 8, 2020 at 01:04 PM.
Also, with a 6,500 rpm limit the BTR stage III doesn't look like the right cam for you as it will want more rpm than that especially with head work to squeeze the max potential from it. I like the other cam options a lot more in your case.
All my opinion of course.
Thanks. I've submitted a custom cam request to BTR.
I just filled out a PatG custom cam recommendation questionnaire. I had no idea he'd grown into the business that he has. I just found his site this evening.
I have a 2000 ws6 stock ls1 intake, "LS7 lifters" BTR stage 3, stock 243s, comp cam .660 springs, TSP headers and over the axle true duals. I drive it all the time in the summer, spin it to 7000, hit the limiter regularly and have no issues. Car went 12.011 at 117mph, gets 22mpg cruising around if I don't beat on it, it was a pain in the ***** to get final tuned though. I'm gonna get the heads done by AI, put a fast 92 on it and plate kit spray and keep it my summer daily. I don't think you'll have any regrets with a Stage 3 unless you're 100% sure what your plan is for everything else and they match the custom grind to it perfectly, gonna have to spin it over 7200 though thats where it starts making power.
I'm continuing to do research as I wait on my heads. Looks I need to plan on upgrading to the LS6 PCV system. I also want to plumb in the rear steam ports.
I ordered my Pat G custom speced cam this afternoon and my 243 heads showed up. These heads have 60K miles on them. They will be getting thoroughly cleaned, valves lapped, and hand ported. I'll be taking the intake bowls to 88% of valve diameter and the exhaust valves to 86%. I've bought a couple cheap valves to turn down in my lathe as go/no go gauges. I can't say that I'm looking forward to that much porting! This evening I'll be ordering the rest of the parts I need. $$$$$$$$$$$$$$$$$$$$$$$$$$
I ordered my Pat G custom speced cam this afternoon and my 243 heads showed up. These heads have 60K miles on them. They will be getting thoroughly cleaned, valves lapped, and hand ported. I'll be taking the intake bowls to 88% of valve diameter and the exhaust valves to 86%. I've bought a couple cheap valves to turn down in my lathe as go/no go gauges. I can't say that I'm looking forward to that much porting! This evening I'll be ordering the rest of the parts I need. $$$$$$$$$$$$$$$$$$$$$$$$$$
How can I tell if I got sodium filled valves?
I had a set of those valves and the intakes weighed approximately 73 to 74 grams and the exhaust 65 to 68 grams. I look forward to seeing the final results of your worked 243s.
My intake valves are 100g and the exhaust are 86g. Looks like these are solid valves. Oh well. Can't win them all.
Yeah, they are pretty rare to find now-a-days. No biggie though. I made a thread about ported 243s with the hollow intake/sodium exhaust valves vs the PRC as cast 225s and most people said to opt for the aftermarket heads so not really that important unless spinning up high for stability and slight gains.
What would a 90-92mm intake/TB gain me on this setup? What would it hurt? How would it affect bottom end torque and throttle response? Keep in mind, I won't be turning this engine >6500. I certainly don't want the driveability issues I've read of the 102 FAST intake.
What would a 90-92mm intake/TB gain me on this setup? What would it hurt? How would it affect bottom end torque and throttle response? Keep in mind, I won't be turning this engine >6500. I certainly don't want the driveability issues I've read of the 102 FAST intake.
It would pick up power everywhere. Probably 15-20 up top? I'm not sure on stock 243s.
This I'm unsure about too. I originally bought some used grand prix gtp injectors (42# on ls1) on the Marketplace here for $75, but now realize I will need to get those tested and cleaned which is at least $15 an injector. They are p/n 0280155811 which I think is interchangeable with p/n 0280155868.
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