New pistons in the hole
Thread Starter
Joined: Jan 2002
Posts: 4,069
Likes: 74
From: Casselberry FL
Well good thing we cc'ed the heads... they were 62cc. TSP thinks that they were mixed up in shipping even though they had my name on the ends.
TSP is going to Paypal me the ~$100 to have the local shop disassemble, mill .020, clean, and re-assemble. TSP
!!!
Any luck with the DCR, Mark?
TSP is going to Paypal me the ~$100 to have the local shop disassemble, mill .020, clean, and re-assemble. TSP
!!!Any luck with the DCR, Mark?
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by mrr23
stand up job on their part. at least something is going right.
I still remember my heads. I think they should slow down and have better quality control.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by JimMueller
Well good thing we cc'ed the heads... they were 62cc. TSP thinks that they were mixed up in shipping even though they had my name on the ends.
TSP is going to Paypal me the ~$100 to have the local shop disassemble, mill .020, clean, and re-assemble. TSP!!!
Any luck with the DCR, Mark?
TSP is going to Paypal me the ~$100 to have the local shop disassemble, mill .020, clean, and re-assemble. TSP
!!!Any luck with the DCR, Mark?
OK, that cam is advanced 5*, with pistons in hole .005, and 59cc heads that would give you too much DCR (~11.15 SCR, 8.9x DCR)
Here are your options:
1- retard the cam by 2* and keep the 59cc (~11.15 SCR, 8.7x DCR)
Or
2- Only mill to 61 cc and keep the cam as is (~10.85 SCR and 8.7 DCR)
Myself, I would retard the cam and mill 59cc, I find this cam too advanced.
Thread Starter
Joined: Jan 2002
Posts: 4,069
Likes: 74
From: Casselberry FL
Originally Posted by PREDATOR-Z
OK, that cam is advanced 5*, with pistons in hole .005, and 59cc heads that would give you too much DCR (~11.15 SCR, 8.9x DCR)
So why are different folks coming up with different numbers?
Last edited by JimMueller; Jul 18, 2007 at 08:55 AM.
Originally Posted by PREDATOR-Z
That I don't agree with anymore. They've had too many "inconsistencies" lately.
I still remember my heads. I think they should slow down and have better quality control.
I still remember my heads. I think they should slow down and have better quality control.
I remember when the mods were here regulate the board and not discredit the people to pay to keep it up... I couldn't tell you what the combustion chamber is on those heads. Why? I'm 800 miles away from them at the moment. I don't know who measured them. I don't know if it had a plug in or not, ect. The guy just said he needed them fixed in a hurry instead of sending them back for us to look at. I've seen the problems he has been having with his motor. We just wanted to help him out, so what did we do? Give away $100 on milling that we could have done here for NOTHING to make him feel better. Jim, sorry for this trash in your thread. If you need anything at all, feel free to call any time.Jon Reynolds
Texas Speed & Perf.
Actually the cam is in fact ground +2, not +5. If you look at Thunder Racing's print out from the Cam Pro Plus, you will see an intake centerline of 108 and an exhaust centerline of 112. This makes it +2 advance. Funny thing about LSK lobes are that they are not symetrical, meaning they have different centerlines at .050" than they do true lift centerline. If you measure the centerline at .050", it will appear that the cam has 5 degrees of advance ground in, but it's just the nature of the LSK lobes.
__________________
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.
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.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by Jon@Texas-Speed
And you are who to know anything about our heads? I won't waste my time telling you what I think. Apparently the sponsors no longer get credit for anything. I remember when the mods were here regulate the board and not discredit the people to pay to keep it up... I couldn't tell you what the combustion chamber is on those heads. Why? I'm 800 miles away from them at the moment. I don't know who measured them. I don't know if it had a plug in or not, ect. The guy just said he needed them fixed in a hurry instead of sending them back for us to look at. I've seen the problems he has been having with his motor. We just wanted to help him out, so what did we do? Give away $100 on milling that we could have done here for NOTHING to make him feel better. Jim, sorry for this trash in your thread. If you need anything at all, feel free to call any time.
Jon Reynolds
Texas Speed & Perf.
I remember when the mods were here regulate the board and not discredit the people to pay to keep it up... I couldn't tell you what the combustion chamber is on those heads. Why? I'm 800 miles away from them at the moment. I don't know who measured them. I don't know if it had a plug in or not, ect. The guy just said he needed them fixed in a hurry instead of sending them back for us to look at. I've seen the problems he has been having with his motor. We just wanted to help him out, so what did we do? Give away $100 on milling that we could have done here for NOTHING to make him feel better. Jim, sorry for this trash in your thread. If you need anything at all, feel free to call any time.Jon Reynolds
Texas Speed & Perf.
By the way you respond, then we shouldn't dare to mention any product defect, issues and just glaze everything with marmalade to make it sweet.
Any 10 year old with a cc seringe can measure a chamber (no need for burette) and the fact is the heads are 62cc and he ordered 59cc. There is where the quality control lie.
Notice that you didn't say that you sent $100 to fix a booboo on your side but just to make Jim "feel Better".
Myself I prefer the job I pay for to be done right the first time. that was the point of my comment take it as you wish.
Who am I? I used to be one of your customers, but your shop's lack of ability to take criticism and reverting to personal attacks has led me to drop my business on your end.
Still there is no denial that overall you do have some good products (when done correctly) and your products are part of the LS aftermarket product mainflow, so it gets discussed here.
I do not make any $$ to Mod here, I do not make any $$ to help when I can, I just love my Chevy motors and rides and out of that pure love do I contribute on this forum.
Mark
Last edited by PREDATOR-Z; Jul 18, 2007 at 10:54 AM.
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Verdad Gallardo TECH Senior Member
Joined: Mar 2004
Posts: 14,620
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From: BFE
Originally Posted by Patrick G
Actually the cam is in fact ground +2, not +5. If you look at Thunder Racing's print out from the Cam Pro Plus, you will see an intake centerline of 108 and an exhaust centerline of 112. This makes it +2 advance. Funny thing about LSK lobes are that they are not symetrical, meaning they have different centerlines at .050" than they do true lift centerline. If you measure the centerline at .050", it will appear that the cam has 5 degrees of advance ground in, but it's just the nature of the LSK lobes.
Time to break out the degree wheel.
Last edited by PREDATOR-Z; Jul 18, 2007 at 10:41 AM.
Thread Starter
Joined: Jan 2002
Posts: 4,069
Likes: 74
From: Casselberry FL
Gee, maybe there will be something in this build which doesn't cause debate... I hope the jury comes to a decision soon 
Edit: I just spoke with Robert (mrr23) and he confirmed that when we degreed the cam in, the ICL ended up at 108. We had the dial indicator directly on the lifter.
Edit: I just spoke with Robert (mrr23) and he confirmed that when we degreed the cam in, the ICL ended up at 108. We had the dial indicator directly on the lifter.
Last edited by JimMueller; Jul 18, 2007 at 10:34 AM.
TECH Senior Member
Joined: Mar 2004
Posts: 14,620
Likes: 17
From: BFE
Originally Posted by JimMueller
Gee, maybe there will be something in this build which doesn't cause debate... I hope the jury comes to a decision soon
Jimsometimes things on paper are not always what they seem (as Patrick pointed out).
A degree wheel will tell the whole enchilada.
I know you are in a hurry to wrap things up, but seing you are facing some unforseen parameters go back to square one and do things in order of importance.
First the block, you know from a measured fact that the pistons are in the hole. so decking the block .025 is the way to go.
Once that is done, degree your cam in and see what it says at dot to dot.
Now, make a decision on the head milling to take into account optimizing DCR and SCR for that combo.
I hope it makes sense.
Thread Starter
Joined: Jan 2002
Posts: 4,069
Likes: 74
From: Casselberry FL
Started the engine for the first time today with open headers, sans tranny. Started the first time. Had some idle problems due to the missing load of the pressure plate & tranny. Just a few things to tidy up off the top of my head in no particular order:
- Replace coolant temp sensor
- Replace IAT sensor
- Tighten shock tower bolts
- Tighten brake master cylinder bolts
- Install serpentine belts
- Add vacuum cover at rear of driver valvecover
- Re-attach front brake lines and bleed system
- Fill power steering fluid and bleed system
- Fill and bleed clutch hydraulics
- Re-attach AIR to headers
- Add Dexcool & Water Wetter
- Install tranny & speed bleeder extension, shifter, etc.
- Attach exhaust
- CASE Learn
- Adjust McLeod Master cylinder rod length
The next time I can work on it is for 4 hrs Saturday morning in the bay. Maybe we'll get far enough where we can finish up outside.
- Replace coolant temp sensor
- Replace IAT sensor
- Tighten shock tower bolts
- Tighten brake master cylinder bolts
- Install serpentine belts
- Add vacuum cover at rear of driver valvecover
- Re-attach front brake lines and bleed system
- Fill power steering fluid and bleed system
- Fill and bleed clutch hydraulics
- Re-attach AIR to headers
- Add Dexcool & Water Wetter
- Install tranny & speed bleeder extension, shifter, etc.
- Attach exhaust
- CASE Learn
- Adjust McLeod Master cylinder rod length
The next time I can work on it is for 4 hrs Saturday morning in the bay. Maybe we'll get far enough where we can finish up outside.
