01CamaroSSTx

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Here are the T&D's

01CamaroSSTx

iTrader: (3)

The engine is an LSX block bored to 4.125, Callies 4.00 inch crank, Callies H-beams, Wiseco pistons, heads are PRC LS7 265cc, 11.2:1 compression, Cam motion cam 243/251 .660 in, .632 exh. 115+4 LSA, FAST LSXr 102 intake, Nick Williams 102 TB and 2" Kooks with the 3" true dual offroad exhaust. The dyno session ended early due to a fuel pump issue so junked the 255 Racetronix and now running a 450 Walbro. Haven't been back to my tuner yet to get my final dyno tune but on a Mustang dyno it made 473rwhp and 490 rwtq @ 4000rpm. I'd like to think there is close to 600hp at the rear tire on motor but I don't think it will get there on motor alone. The rings are opened up .023 on the top and .025 on the bottom.

Darth_V8r

iTrader: (4)

Equal weight in steel and aluminum, I'd run steel all day long and twice on Sunday. Very nice pieces for sure

Che70velle

iTrader: (6)

I could not agree more.

HioSSilver

iTrader: (8)

Those are very nice pieces.

01CamaroSSTx

iTrader: (3)

Determining push rod length has proven to be a challenge!

ColeGTO

iTrader: (3)

That engine bay is EXACTLY 78.6% the reason why I sold my 4th Gen Camaro and bought a GTO. The other reason being the interior is 21.4% more awesome.

The engine bay is so big I could curl up and take a nap if I wanted to. It made the engine removal/install process so much easier.

I do not miss the days of working on my 1994.


Cole

01CamaroSSTx

iTrader: (3)

I hear ya Cole. There's no way I'd want to pull the heads with the motor in the car. I'm sure it can be done even if the engine has head studs but these are six bolt cylinder heads and those little ARP nuts and washers that go on the head inside the lifter windows of the block are a somewhat difficult to install. The one thing I don't like about the LS platform is that if you have to change out the lifters the heads have to be removed.

The picture I attached shows the T&D rocker arm installed on the head versus the stock style rockers position. There is absolutely zero room to get your fingers under the rocker are to turn the adjustable pushrod tool with the T&D's. If the engine was on the stand it would be easy because I could turn the tool upside down and adjust the checker to zero lash from the lifter windows in the block. I was able to determine PR length though but I'm going to have to do some cutting and grinding on a 12pt wrench in order to get on the locking nut once installed on the heads or I could just set the preload for the lifters on the rocker arms prior to installation.

JakeFusion

iTrader: (7)

Where did you order them from? Direct from T&D?

I see they have an LS3 variant as well. What's the pricing like on these? The regular shafts are in the 1460 range. I imagine these are maybe 1100-1200?

01CamaroSSTx

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They're just over $1300 shipped and probably overkill for a hydraulic roller.

JakeFusion

iTrader: (7)

Well, it would be for LLR...

spanks13

iTrader: (5)

When I talked to T&D about these some months ago they require the cast in LS7 rocker stands.

The LS3 versions reference the COPO LS3 heads, which are using LS7 valvetrain.

If you do not have cast in LS7 rocker stands they will not verify the fitment on any other cylinder head. If you have an aftermarket head using LS7 valvetrain with billet stands they should work.

There is no LS3 variant which is a huge shame as these would dominate the LLSR market.

ColeGTO

iTrader: (3)

There's no such thing as a LS3 head with cast LS7 rocker stands.

The COPO LS3 heads use the factory LS3 rocker bar and LS3 rocker arms. The pivot length on the LS7 rocker is longer than a LS3, so to interchange the styles, you'd have to physically move the rocker attachment point.

JakeFusion

iTrader: (7)

Not to derail this... but I think lots of folks want to know about both the LS7 and LS3...

http://tdmach.com/product/ls3ls9-direct-bolt/

Both are now on T&Ds website. Here's the link the LS3 variant.

spanks13

iTrader: (5)

01CamaroSSTx

iTrader: (3)

Take a look at the No.1 Intake and the No. 5 intake. As you can see there is no room to get your fingers under the T&D rocker to turn the pushrod length checking tool. I ended up counting how many turns of an allen head bolt it took to seat the rocker on the pedestal and then adjusting the tool until I got all the play out at zero lash and the correct number of turns to set the rocker. Now would you add the preload to the pushrod length and go with that or set the desired preload on the rocker arms? It really sucks not being able to put my fingers on the pushrod from up top.

Darth_V8r

iTrader: (4)

Yeah, I had to Pull the rocker, tweak the adjustable pushrod, reinstall, remove, adjust, reinstall, etc. PITA. But once you get one right, they're usually very close from there.

JakeFusion

iTrader: (7)

Yeah, that's not a huge problem.

They look good though. And their weight is very close to stock.

01CamaroSSTx

iTrader: (3)

I used the same intake and exhaust rocker for my measurements and measured PR length at zero lash on the 1,3,5,2,4 and 6 cylinders. They did vary +/- 0.005 to 0.01 but 7.045 seemed to be the magical length for me so I'm guessing in order to set the preload I'd need to give all the rocker arms an additional half turn out to set the preload. My target is .035 preload on these Lunati/Morel High RPM lifters.

Thoughts!

Darth_V8r

iTrader: (4)

That is exactly what I would do