caddy ones

 

Has anyone else used these in a high rpm hydraulic set up? Or better yet...seen them on the spintron? What is different about them that allows you to run bigger springs with more seat pressure for higher rpms than lets say a Comp R lifter? Just curious. If they are capable of 8000 rpms with no problems, then what is the point of a solid roller anymore?

 

i dont know **** about anything but i would guess the faster ramps and .700 lifts are waaaay more reliable on a solid roller.

on hyd setups the ramps have to be more gentle and since we use single springs we have to be VERY careful of spring stress.

just random thoughts of mine..

 

we can use double and triple springs with hyrolic lifters you didn't know that.

 

Yes you can, but that would just add more stress to the lifters in such a high rpm setup.

In any case, why we buy super lightweight 1000usd titanium valves just to add a triple spring, the drama on hydraulic setups is to maintain the valvetrain squared and as lightweight as possible

again.. this is just my rant.. im no engine builder, just what i have learned asking questions to my builders, and in any case, its what i understand from what they tell me

 

The parts you have listed for your rotating assembly are very similar to what I am going to buy in the next month or so.

So I just wanted to ask which pistons you are using?
Are they standard Wisecos or were they custom jobs?

 

i don't know were this topic is going !!! but even with my limited experience !!!!! i know !your not running in top horsepower range on hydraulic...for sure at 7500 to 8000 rpm...some one on earth show me the graft on hydraulic cam and lifter still making power @ 8000 ..ill eat my brand new crank

 

i dont know if this is the correct answer but you can call the cadillac racing team and ask for the graph of the cts race cars... 8000rpm + and i dont think they will spin over needed rpms...

 

Give "Thunder Racing" a call.
I am looking into a smilar build and i am going to have Thunder Racing hook me up with a compleat set of heads, intake, and cam.

If you have the extra cash look into ETP 240 heads and get them hand ported.
Thoes heads with a 12:1 CR on pump gas with the rev limit at 7200 and a ported FAST 90mm will make your power for sure!

The L92/LS7 heads are great for high range power and blow at low to mid range power. Something about not having a cathedral port does that. The ETP 240s will lose maybe 10-15hp in the high range compared to the L92/LS7 heads but will have more low to mid power.

 

i have etp ls7 heads big cam morel hydraulic lifter every high dollar part and ...went 9.3 in a a4 c5 corvette @ 152..witch is top's in Canada for irs..i'm wondering if the top push rod hp motors in the world are solid or hydraulic ????

 

Oh really? Do you speak from first hand experience, or is it more regurgitated internet hearsay?
We've done several l92 builds that had real nice torque bands. Hows 380 ft lbs at 2200? for a lil ol 403?
How bout a 6.0 with over 300 ft lbs at 2200, 350 ft lbs by 3 grand, and almost 400 by 4 grand? Do those numbers "blow" to you?

 

People just make this crap up. Almost every L92 headed build has made great low and mid numbers. It's the high rev RWHP that is suffering with the L76 intake. An GMPP intake changes things but they are still making very good under the curve numbers.

He's a dyno of a very mild build.

 

Your intake is different from the one stated in my post. Could that make the difference in Low, Mid, and High power? Also you are just looking at your dyno graph try looking at others outcomes with the ported 240s and ported FAST 90. I am sure the ported FAST 90 will show some different results. I wouldnt call it "People just make this crap up" because there is some proof.

To the OP call up Thunder Racing and ask for Shane, hes the one who is helping me out. Prices are also reasonable.

Also the 240s are at 11* (L92s are 15*) so you could run a very high lift can and maybe dome pistons (depens on the CR your looking for) and not have to worry about the piston hiting the valves. If i remember correctly .100" from the exhaust valve to the piston is the minimum you want be to.

The L92 heads would be great if you are running an M6 because on the track you could keep your RPMs up very high. Hell even the 240s would work great for an M6 also.
But for an A4 where you have to have a stall around mid power the 240s will be better off at the line.

 

Its all a personal preference:
If you want the most power go with the L90/LS7 heads.
If your willing to lose maybe 10-15rwhp and gain power in the low to mid range go with the ported 240s.

Good luck with your build, post results when completed.

 

Its more about overall combination of parts. You wont magically make more or less torque based solely on head configuration. The 240s you keep mentioning wont make a huge jump in torque for the fact they are cathedrals. They still are a big *** port.
Just for reference, another 403 with Cathedral 11 deg heads, and FAST 90.

Low end torque is as much if not more, dictated by the cam profile than the cylinder heads. Thats just what I've seen personally, from trying a bunch of different stuff.

 

From what I've seen that sounds backwards to me. The L92's I've seen make better low-mid power even with the big port. But the LS7/ETP stuff pulls away on top.

 

Finally - facts!

 

GM has a roller lifter that is good to 8000rpm. Part# 88958689 for a set of 16. They are around $380.00 or so. Scoggin/Dickey had them in stock last summer. I have used them in my 02 SS Conv. with excellent success!! I spin mine around 7200rpm, but have had it to 7600 many times. The trans sometimes would not shift quick enough. The basic motor is a stock bottom end 346. ARP 2000 rod bolts, SLP billet chain @ gears, oil pump, SFI balancer, 85mm throttlebody, smooth bellows, and air lid. Comp Cams .595"-.598"--232*-234*@.050"-112LC. 2400-7200, 7.425" hardened push rods. ET Performance Stage 2 Heads with the Patriot Gold springs. 316cfm-241cfm, 2.05"-1.570" valves. Stock LS6 intake port-matched to heads. Fast 36LB injectors, 42LBS@58LBS of fuel pressure. There is more, but you get the jist. Call S/D and get them coming. Hope this helps.
PS, I used to live in Redford Twp. I miss the action on Telegragh. Now I live in Traverse City.

 

Back to the original topic of this thread.... intake manifold selection. We have been testing different cams in a 408 L92 head combo and come up with some very interesting data. When we tried the GMPP L92 carb/EFI intake, the engine simply died EVERYWHERE. As I have stated before, it's about port velocity, and the carb style intake doesn't have it. The runners are just way too big. If you were to fill the runners in the GMPP intake, I think it would help immensely. As it is, we are modifying an L76 intake right now.... test results to come.

Brian
HiTech Motorsport

 

I see no reason it can't be done.Our race stangs run hydrolic and spin to 8400rpm with enormaous valve spring seat pressure.Of course they aren't stock lifters.