Valve Train Experts
09-24-2017, 06:25 PM
#1
Valve Train Experts Lets talk about oil restricted pushrods. I have never had any dealings with them at all. What is their main purpose? Are they needed with an LS engine running an LLSR cam? I have to have custom pushrods made and I want to make sure that I get the right ones the first time.
09-24-2017, 09:44 PM
#2
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Call Cam Motion. They'll help you out.
09-24-2017, 11:33 PM
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The purpose of oil flow through pushrods is to lubricate the rockers. LLSR does nothing to change this. Get a set of manton 11/32 the length you need
09-25-2017, 06:49 PM
#6
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Valve Spring Cooling Hi MCSS, YES I do understand your concern for the "tech" here at LS-1.
I DO NOT use "restricted" push rods as they will PLUG causing rocker arm failure.
I do use oil gallery restriction when a Solid Roller is fitted at times.
I do use oil gallery Valve Covers with Oil Jets to cool valve springs.
So I ask about your fitted Valve Spring, the Cam Lift, the Max RPM ?
Lance
I DO NOT use "restricted" push rods as they will PLUG causing rocker arm failure.
I do use oil gallery restriction when a Solid Roller is fitted at times.
I do use oil gallery Valve Covers with Oil Jets to cool valve springs.
So I ask about your fitted Valve Spring, the Cam Lift, the Max RPM ?
Lance
09-25-2017, 07:26 PM
#7
I did some more research and according to one former vendor, the Morel link bar are already oil restricted. With that in mind, I will order regular pushrods. Cam size is quite large. When I get the pushrods, the next step will be to check PTV clearance.
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09-25-2017, 08:15 PM
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I use oil restrictors on my street strip llsr builds never a broken valve train part, reason I use restrictors is two fold rpms and oil control on high compression engines which sees lots of idle on the streets I want the cam, crank shafts and lifters getting as much lubrication as possible.
I feel .070/.090 thous at pressures seen inside a healthy new motor is more lubrication a single rocker arm needs, by cutting what i believe to be additional unnecessary oil flow to 16 rockers will add up to desirable amounts of additional reguard lubrication to other critical parts.
The LS engine blocks with out main priority oiling can definitely benefit from a little oil flow management.
On a priority mail oiling engine block the oil enters the crank and cam galleries from both the front and the rear of the block simultaneously but on all ls1-2-3-6-7 engine blocks oil enters the crank main and cam galleries only from the rear so routing extra oil true solid lifters loaded with spring pressure and extended rpms all the way in the front of the block is very good idea.
I circulate cool filtered air going in true the valley cover out the valve covers via -10 hoses then passed true dual catch cans hot air is vacuum out into the intake manifold and out the tail pipe no oil smell.
I feel .070/.090 thous at pressures seen inside a healthy new motor is more lubrication a single rocker arm needs, by cutting what i believe to be additional unnecessary oil flow to 16 rockers will add up to desirable amounts of additional reguard lubrication to other critical parts.
The LS engine blocks with out main priority oiling can definitely benefit from a little oil flow management.
On a priority mail oiling engine block the oil enters the crank and cam galleries from both the front and the rear of the block simultaneously but on all ls1-2-3-6-7 engine blocks oil enters the crank main and cam galleries only from the rear so routing extra oil true solid lifters loaded with spring pressure and extended rpms all the way in the front of the block is very good idea.
I circulate cool filtered air going in true the valley cover out the valve covers via -10 hoses then passed true dual catch cans hot air is vacuum out into the intake manifold and out the tail pipe no oil smell.
09-26-2017, 08:24 PM
#10
I use oil restrictors on my street strip llsr builds never a broken valve train part, reason I use restrictors is two fold rpms and oil control on high compression engines which sees lots of idle on the streets I want the cam, crank shafts and lifters getting as much lubrication as possible.
I feel .070/.090 thous at pressures seen inside a healthy new motor is more lubrication a single rocker arm needs, by cutting what i believe to be additional unnecessary oil flow to 16 rockers will add up to desirable amounts of additional reguard lubrication to other critical parts.
The LS engine blocks with out main priority oiling can definitely benefit from a little oil flow management.
On a priority mail oiling engine block the oil enters the crank and cam galleries from both the front and the rear of the block simultaneously but on all ls1-2-3-6-7 engine blocks oil enters the crank main and cam galleries only from the rear so routing extra oil true solid lifters loaded with spring pressure and extended rpms all the way in the front of the block is very good idea.
I circulate cool filtered air going in true the valley cover out the valve covers via -10 hoses then passed true dual catch cans hot air is vacuum out into the intake manifold and out the tail pipe no oil smell.
I feel .070/.090 thous at pressures seen inside a healthy new motor is more lubrication a single rocker arm needs, by cutting what i believe to be additional unnecessary oil flow to 16 rockers will add up to desirable amounts of additional reguard lubrication to other critical parts.
The LS engine blocks with out main priority oiling can definitely benefit from a little oil flow management.
On a priority mail oiling engine block the oil enters the crank and cam galleries from both the front and the rear of the block simultaneously but on all ls1-2-3-6-7 engine blocks oil enters the crank main and cam galleries only from the rear so routing extra oil true solid lifters loaded with spring pressure and extended rpms all the way in the front of the block is very good idea.
I circulate cool filtered air going in true the valley cover out the valve covers via -10 hoses then passed true dual catch cans hot air is vacuum out into the intake manifold and out the tail pipe no oil smell.
09-27-2017, 10:18 AM
#11
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EAP Valve Train Model Hi MCSS, thanks for the kind words. (PM)
I can do an EAP "engine model" for your needs, there is NO fee.
I would need ALL your engine specifications ?
AN EASY PTV, Valve Float, Torque and HP report.
AS FOR the Camster "tech" = OK with Low Lift, Low RPM, Low Spring Pressure.
Valve Springs ARE oil cooled with oil flow from ???, you could get "blue" springs.
Lance
I can do an EAP "engine model" for your needs, there is NO fee.
I would need ALL your engine specifications ?
AN EASY PTV, Valve Float, Torque and HP report.
AS FOR the Camster "tech" = OK with Low Lift, Low RPM, Low Spring Pressure.
Valve Springs ARE oil cooled with oil flow from ???, you could get "blue" springs.
Lance
09-27-2017, 02:55 PM
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Originally Posted by Jontall
Don't ever use oil restricted push rods; Melling has oil pumps to fix any oiling problems. That's all I have to say about that.
09-27-2017, 03:33 PM
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09-27-2017, 04:22 PM
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As for me is all the above high pressure high volume stable to 8k rpm no cavitation oil pump and restrictors I can live with as much as can help me avoid wear and service.
09-27-2017, 10:34 PM
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Originally Posted by KCS
That would just exaggerate some issues that the restricted pushrods would fix.
09-28-2017, 06:11 AM
#18
Just to keep from getting too much oil in the top end. Oil does help cool the springs, but more isn't always better. Some road race guys complain of oil pooling in the head and not draining back into the pan efficiently, causing low oil pressure on hard turns. Others try to reduce oil in the top end to try to reduce oil vapor that gets sucked into the PCV system when they pull the vapor from the valvecovers.
09-28-2017, 08:35 AM
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Just to keep from getting too much oil in the top end. Oil does help cool the springs, but more isn't always better. Some road race guys complain of oil pooling in the head and not draining back into the pan efficiently, causing low oil pressure on hard turns. Others try to reduce oil in the top end to try to reduce oil vapor that gets sucked into the PCV system when they pull the vapor from the valvecovers.