Need more opinions on my LQ9 top end build
01-13-2014, 07:56 PM
#1
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Need more opinions on my LQ9 top end build Okay..
I have a 06 LQ9 with 78k.. Motor looks great. Im starting to shop around for a top end setup that will get me hopefully 500whp.
The Motor is going into a 98 BMW M3 and will be used as a Drift car and with that said im looking for power band between 3500-7000rpm and will probably have a 6500/6800 rev limit.
I keep getting mixed info from people and im just all confused now. I emailed texas speed and told them what block i had and what my goals where and they spec'ed out the following package for me. But ive been told to not go with this package by local people to me.
Need help. $3,000.00 Budget for the top end which all this basically take's up.
Texas Speed Performance Package for my goals.
1. PRC 225cc As-Cast Aftermarket Casting Heads, 62cc chambers
2. PRC .675" Lift Dual Valve spring kit
3. MS4 Cam 111 LSA
4. Pushrods
5. Comp Cams Retro-Fit Rocker Arm Trunion Kit
6. Katech rod bolts
7. ARP Head bolts
TSP also told me i would not have to worry about PVC as long as the factory thickness LQ9 Head gasket's where used.
Also going with this setup will be a FAST LSXR 102 intake, and a 102 Throttle body.
Thank you all for the help.
I have a 06 LQ9 with 78k.. Motor looks great. Im starting to shop around for a top end setup that will get me hopefully 500whp.
The Motor is going into a 98 BMW M3 and will be used as a Drift car and with that said im looking for power band between 3500-7000rpm and will probably have a 6500/6800 rev limit.
I keep getting mixed info from people and im just all confused now. I emailed texas speed and told them what block i had and what my goals where and they spec'ed out the following package for me. But ive been told to not go with this package by local people to me.
Need help. $3,000.00 Budget for the top end which all this basically take's up.
Texas Speed Performance Package for my goals.
1. PRC 225cc As-Cast Aftermarket Casting Heads, 62cc chambers
2. PRC .675" Lift Dual Valve spring kit
3. MS4 Cam 111 LSA
4. Pushrods
5. Comp Cams Retro-Fit Rocker Arm Trunion Kit
6. Katech rod bolts
7. ARP Head bolts
TSP also told me i would not have to worry about PVC as long as the factory thickness LQ9 Head gasket's where used.
Also going with this setup will be a FAST LSXR 102 intake, and a 102 Throttle body.
Thank you all for the help.
Last edited by rpm620; 01-13-2014 at 07:57 PM. Reason: Title change
01-14-2014, 12:54 AM
#2
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Everything looks good to me. I would just go with a smaller cam personally but that's just my preference. I also think that your gonna have a pretty tough time putting a setup like that together for under 3 grand.
01-14-2014, 07:16 AM
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what i listed comes right in at 2800 or so.. but ive read recently (after i posted this thread) that people dont recommend the MS4 cam due to the harshness of it on the valvetrain.
01-14-2014, 11:56 AM
#4
The MS4 is not harsh on valvetrain. Its the people who don't set theirs up correctly is the reason for most valvetrain failures. Don't expect the springs to last 40k miles of hard running but they will last a good 2 to 3 years or more of track days and some street driving.
01-14-2014, 12:09 PM
#5
The MS4 is not harsh on valvetrain. Its the people who don't set theirs up correctly is the reason for most valvetrain failures. Don't expect the springs to last 40k miles of hard running but they will last a good 2 to 3 years or more of track days and some street driving.
"The LSK Series has been designed with enhanced characteristics from our latest professional drag racing profiles. These have excellent ramp quickness. They are VERY hard on parts and not generally recommended in street applications!"
01-14-2014, 12:57 PM
#6
The MS4 uses a LSK lobe. Quoted directly from Comp's catalog:
"The LSK Series has been designed with enhanced characteristics from our latest professional drag racing profiles. These have excellent ramp quickness. They are VERY hard on parts and not generally recommended in street applications!"
"The LSK Series has been designed with enhanced characteristics from our latest professional drag racing profiles. These have excellent ramp quickness. They are VERY hard on parts and not generally recommended in street applications!"
I have 2 friends with MS4's and they have their valvetrains adjusted perfectly they drive their cars for 200 miles or more on the weekends during the summer months and down here we have 9 months of summer. In that time, they go to the track and they street race. One cam has been in the car for 6 years and the other car has had its cam for 4 years. We replaced the springs in the 6 year car 3 years ago. The 4 year car we checked the springs and its been time to replace them but just haven't gotten around to it. To me, going 3 years on a set of springs with an LSk lobe is not too bad. Springs are cheap, just have to check them regularly.
01-14-2014, 01:39 PM
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wow holy cam talk... thank you for the responses guys.
My car is a pure race car, and i am worried about PVC and the power band.
also some people say that the Comp Trunion upgrade is not enough for the MS4 cam. If i where to stay with it what rocker's should be used.
My car is a pure race car, and i am worried about PVC and the power band.
also some people say that the Comp Trunion upgrade is not enough for the MS4 cam. If i where to stay with it what rocker's should be used.
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01-14-2014, 05:34 PM
#8
LSL lobes too.... 
Too many folks get lost with Major/Minor intensity. I was saying this before Camking's post on the Bullet.
I know now the new thing is "Mild or slow lobes" and alot of people assume that they can decifer a camshaft lobes acceleration rates or aggressiveness based on the major/minor intensity.
But if you look at some of the lobes of several other assymetrical lobes that open fast, they automatically assume that these lobes are super agggresive without knowing the other acceleration rates along the cam lobe curve.
I got one for them to put on their spintron:
Test a XER 230 lobe and then test a LSL 219 lobe and tell me which one is more aggressive.
Too many folks get lost with Major/Minor intensity. I was saying this before Camking's post on the Bullet.
I know now the new thing is "Mild or slow lobes" and alot of people assume that they can decifer a camshaft lobes acceleration rates or aggressiveness based on the major/minor intensity.
But if you look at some of the lobes of several other assymetrical lobes that open fast, they automatically assume that these lobes are super agggresive without knowing the other acceleration rates along the cam lobe curve.
I got one for them to put on their spintron:
Test a XER 230 lobe and then test a LSL 219 lobe and tell me which one is more aggressive.
01-14-2014, 05:41 PM
#9
I understand what the site says and that it is an LSK lobe. The part that is missing is the real world data.
I have 2 friends with MS4's and they have their valvetrains adjusted perfectly they drive their cars for 200 miles or more on the weekends during the summer months and down here we have 9 months of summer. In that time, they go to the track and they street race. One cam has been in the car for 6 years and the other car has had its cam for 4 years. We replaced the springs in the 6 year car 3 years ago. The 4 year car we checked the springs and its been time to replace them but just haven't gotten around to it. To me, going 3 years on a set of springs with an LSk lobe is not too bad. Springs are cheap, just have to check them regularly.
I have 2 friends with MS4's and they have their valvetrains adjusted perfectly they drive their cars for 200 miles or more on the weekends during the summer months and down here we have 9 months of summer. In that time, they go to the track and they street race. One cam has been in the car for 6 years and the other car has had its cam for 4 years. We replaced the springs in the 6 year car 3 years ago. The 4 year car we checked the springs and its been time to replace them but just haven't gotten around to it. To me, going 3 years on a set of springs with an LSk lobe is not too bad. Springs are cheap, just have to check them regularly.
The point is, relatively speaking, the LSK lobes are more aggressive and harder on valvetrains than almost any other hydraulic roller design out there. Unless you have a stiff and light valvetrain, the LSK is going to beat stuff up.
01-14-2014, 08:02 PM
#10
I hear ya,
I thinking about Isky and UD Harolds lobes. If you were to look at Isky's lobes by the major/minor they would show to be like XER's or faster.
but yet you don't hear about Isky lobes tearing up valvetrains. Same goes for some others.
Comp's lobes are just talked about here alot because a lot of vendors here us them. Most members buy what they see.
Good bench racing talk.
I thinking about Isky and UD Harolds lobes. If you were to look at Isky's lobes by the major/minor they would show to be like XER's or faster.
but yet you don't hear about Isky lobes tearing up valvetrains. Same goes for some others.
Comp's lobes are just talked about here alot because a lot of vendors here us them. Most members buy what they see.
Good bench racing talk.
01-14-2014, 08:17 PM
#11
I think what has you in a pickle is your two goals in combination. Trying to get 500rwhp out of a stock displacement 6 liter is a tall order requiring an aggressive camshaft. That type of aggressive "max effort" camshaft is not a great of choice for your drift racing where the engine will spend long periods of time at high RPM.
I would instead choose an endurance grind with a nice broad power and without the focus on an arbitrary peak HP number.
I would instead choose an endurance grind with a nice broad power and without the focus on an arbitrary peak HP number.
01-15-2014, 07:26 AM
#13
Comp, Crane and Lunati all have less aggressive lobes available that lend themselves to endurance use and are easier on the valve train. You can talk to them about your application. Also, I believe EPS(Engine Power Systems) has done a lot of testing on valvetrain stability for endurance situations and he specializes in LS race applications of this type.
01-18-2014, 10:51 PM
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I would go with a 92mm fast instead of 102. Unless you already have a 102. Personally never seen a 102 make but a couple hp over a 92. Plus 92 well have more midrange power. Just my 2 cents.
01-30-2014, 09:08 PM
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My brothers lq4 through a Dana 60 rear made 485hp and 444trq. His top end includes
92mm fast with 92mm tb
Comp cam, can't remember exactly what the specs on the cam are
Trick flow 225s milled to 59ccs with yella terra rockers
Fly cut pistons
1 7/8in kooks headers
Maybe a custom cam from Martin at tick would help you reach your 500 hp goal.
92mm fast with 92mm tb
Comp cam, can't remember exactly what the specs on the cam are
Trick flow 225s milled to 59ccs with yella terra rockers
Fly cut pistons
1 7/8in kooks headers
Maybe a custom cam from Martin at tick would help you reach your 500 hp goal.