Solid Lifter / Solid Rocker?
Solid Lifter / Solid Rocker? I am having a 440 LS7 built by LME.
I am choosing between two different heads. ALL PRO and ETP LS7 heads.
What would be the advantages of going with solid lifters or solid rollers or BOTH? Whats the disadvantages?
This motor will be on the street 100-150 miles a week and taken to the track about everyother weekend. It only sees summers and thats only 4 months of the year in NY...
Horsepower/Torque?
RPMS?
Longevity?
etc...
Thank You!
-Kenny
I am choosing between two different heads. ALL PRO and ETP LS7 heads.
What would be the advantages of going with solid lifters or solid rollers or BOTH? Whats the disadvantages?
This motor will be on the street 100-150 miles a week and taken to the track about everyother weekend. It only sees summers and thats only 4 months of the year in NY...
Horsepower/Torque?
RPMS?
Longevity?
etc...
Thank You!
-Kenny
More peak hp. More for higher rpm use. All depends on the cam design. The downside is valve adjustmenst and life of the valve spring. Setting these up and maintaining is alot more citical then the hydraulic setup. I will be the first to tell you that valve adjustments in these cars is a pita. Hope this helps. Also, think about sheetmetal with solid roller. LME built my setup and recommended Fast for any kind of street use but I will tell you that I left some on the table with the Fast 92. More steetable yes but gave up some hp.
Why would there be a lower spring life if i am running the same lift?
Sould i go Solid for my motor? I can't ever see reving it passed or to 7500. Even at 7500rpm hyd can do that i believe...
Sould i go Solid for my motor? I can't ever see reving it passed or to 7500. Even at 7500rpm hyd can do that i believe...
TECH Fanatic
Joined: Jun 2002
Posts: 1,979
Likes: 3
From: Upstate NY
Your engine guys should determine how much lift your heads can use before they "back up". Ask them about that. This happens more frequently on some LS-style ports than others. They probably don't want to run the valve past the flow back-up lift point. That might cause problems getting enough total duration and force you into a lobe with dwell over the nose. That makes valvetrain control a LOT more difficult and effectively eliminates hydraulics.
The better news is that with intake valves closer to 2.05-2.08 inches (hollow stem steel probably) and lobes with no dwell over the nose (cathedral port styles), and the correct springs, retainers, rockers and pushrods, 7500-8000 is done regularly with hydraulics by a few folks. The system has to be designed correctly however. It's not a throw together kind of thing, but it is possible and not outrageously expensive.
How about telling us what kind of power you are shootling for at the flywheel from your 440. 750? 800? 850? more? I'm guessing/suggesting power peak rpm around 7000. Does that sound like what LME is planning?
We are Upstate NY also. Cherish our 4 months of Summer.
Jon
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If you want to go 7500+ with hydraulic lifters vlavetrain mass (weight) is going to be critical. For the 2.18+ intakes (LS7 style heads), titanium will be necessary. Rocker arms will also be critical. Most/all aluminum roller rockers have high moment of inertia and high weight over the valve. That's not good for high rpm especially with hydraulics. Spring and retainer mass is another problem.
Your engine guys should determine how much lift your heads can use before they "back up". Ask them about that. This happens more frequently on some LS-style ports than others. They probably don't want to run the valve past the flow back-up lift point. That might cause problems getting enough total duration and force you into a lobe with dwell over the nose. That makes valvetrain control a LOT more difficult and effectively eliminates hydraulics.
The better news is that with intake valves closer to 2.05-2.08 inches (hollow stem steel probably) and lobes with no dwell over the nose (cathedral port styles), and the correct springs, retainers, rockers and pushrods, 7500-8000 is done regularly with hydraulics by a few folks. The system has to be designed correctly however. It's not a throw together kind of thing, but it is possible and not outrageously expensive.
How about telling us what kind of power you are shootling for at the flywheel from your 440. 750? 800? 850? more? I'm guessing/suggesting power peak rpm around 7000. Does that sound like what LME is planning?
We are Upstate NY also. Cherish our 4 months of Summer.
Jon
Your engine guys should determine how much lift your heads can use before they "back up". Ask them about that. This happens more frequently on some LS-style ports than others. They probably don't want to run the valve past the flow back-up lift point. That might cause problems getting enough total duration and force you into a lobe with dwell over the nose. That makes valvetrain control a LOT more difficult and effectively eliminates hydraulics.
The better news is that with intake valves closer to 2.05-2.08 inches (hollow stem steel probably) and lobes with no dwell over the nose (cathedral port styles), and the correct springs, retainers, rockers and pushrods, 7500-8000 is done regularly with hydraulics by a few folks. The system has to be designed correctly however. It's not a throw together kind of thing, but it is possible and not outrageously expensive.
How about telling us what kind of power you are shootling for at the flywheel from your 440. 750? 800? 850? more? I'm guessing/suggesting power peak rpm around 7000. Does that sound like what LME is planning?
We are Upstate NY also. Cherish our 4 months of Summer.
Jon
I am not sure about crank horsepower but at the wheels through an M6 i am looking for 590-630rwhp with the 440 with a 12:1cr w/ 93. Hell i will take more horsepower if i could, but still running pump gas. I will be sparying a 200 shot on top of that coming in on two stages 100/100.
Seems like my valveterain ideas might give me some trouble...
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