I've got a set of LS6 heads on the shelf that I'm probably installing in the early spring. I built these heads a long ways back, and life has just gotten in the way of me ever installing them.

Currently the heads are full blown LS6 heads with the lightweight valves in them, equipped with a set of Brian Tooley Racing .660 lift dual valve springs. My origingal plan was a fairly aggressive camshaft. That's since changed as I don't really race any more and I'm just thinking about a mild performance boost. To that end I'm looking at the Scoggin Dickey LS6 PowerMax Plus.

My question is: Would I be better served by swapping out the BTR .660 kit for a more reasonable beehive setup? Read a few things about the lightweight valves potentially failing with the heavier springs, and I'm also thinking that running the overkill springs on a mild cam is just putting unnecessary wear and tear on the rest of the valvetrain.

 

The bottom line of all the spring discussion is to always match your springs with your camshaft choice. There is no one size fits all spring. When you finally order whatever cam you decide on, ask the cam salesman to sell you matching springs. You can easily sell the unused current springs on your heads, providing they are in good condition.

 

The current springs in the heads have zero run time, so they're essentially new.

 

Get a Summit Ghost cam. I think your springs will work with that. @Summitracing

 

That's a turbo cam? Also not what I'm looking for. I

 

It's a NA cam that can be used as a turbo cam. Any cam can be used as a turbo cam, it's just some are better than others.

 

^^^^^^^^What he said^^^^^^^

 

Hi, What is your seat pressure?
Do you have Hollow Stem Valves ?

 

The BTR .660 springs are advertised as

Spring specs:

•155 lbs @ 1.780"

•380 lbs @ 1.180"

•400 lbs @ 1.130"

•Coil bind @ 1.070"

 

Did I miss what engine the heads are going on? That would probably help dictate a cam choice, and therefore a spring choice.

In the dyno tests that they have published that SDPC cam does look nice.

 

OP,

We'll ditto what Chevelle said. Go with the springs that the cam manufacturer recommends. For that SD LS6 Powermax Plus, they recommend the GM LS6 NAL-19420455 or PAC RSC-PAC-1218-16 springs.

If you wanted a cam recommendation, we could assist with that as well. We would just need more info on the combo and goals. If you're set on that LS6 Powermax Plus, that's cool too. Best of luck with the project!

 

So, placed a message with Brian Tooley Racing a day or so ago, and got a phone call from them this morning which was really cool. Their tech person basically said that I shouldn't have any issues running their springs in these heads with the Z06 valves. We even spoke about some possible cam options. They recommended their stage 1 cam for my combo, or possibly their stage 2 truck cam given my goals. After comparing what I can find of the dyno curves of the three cams, I'm still leaning pretty hard towards the Powermax plus. It seems to be right in the area I'm looking at as far as when the torque and HP curves start and finish.

Like 1FastBrick says, 155 @ 1.780

Yes, hollow stem valves. Actual Z06 parts.

Yep, right on the money.

They're going on an LS1 in my '98 Z28. Details in my signature.

Thanks! The combo is listed in my signature, but as a 'What's Pertinent' recap:
1998 Z-28, SLP lid, Ported stock TB, LS6 Intake, Dynatech SS headers/ORY, Magnaflow Exhaust, 3.42 rear gears, Yank SS3600.
Not looking for a 'max effort' setup, also trying to keep the shift RPM sane, don't want to toss rods or 4l60E parts on the roadway. Would like to keep the shift point to no higher than 6200. This will be happening with a 243 head swap that has mild blending/bowl work with a quality valve job, with Brian Tooley Racing .660 lift dual springs in the heads, and the heads are equipped with Z06 lightweight valves.

Those PAC springs aren't *too* different from the BTR .660 springs, pressure wise. BTR springs are 155 on the seat vs. PAC at 130, and the .600 lift numbers are BTR at 380 vs. PAC at 318. I can't see 25 pounds of seat pressure and 62 pounds open really harming anything.

 

You'll never be sorry about going with a Yank converter. I've had a 3,200 stall in my C5 for 20 years/90,000 miles. No issues....

 

Oh yeah, no complaints here. Converter's been in the car for 10+ years.