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Stinks you didn’t mock-up the rockers before you torqued the heads however.
I saw there was maybe an issue when I checked the PTV on #1. But I got it to clear by fudging the slop in the bolts around. That doesn't work on #7 ... the rail is a bit closer there. It's just going to take the barest touch of a rat tail file to clearance it.
These AFR’s will be on my LS3 project as soon as I get them off the LS1. I just finished assembling the LS3 short block.
If you look close, they are clearanced for the YT’s. They seem to have came this way.
Similar cam, 226/230 114 .609/.598
Depending on chamber size that I’ll measure, I’m expecting approx 11.8:1
I’m not running 1.8’s. Those will add a bit of duration for you btw.
And also a ported Fast 102.
C5 Corvette. I’d have to remove the body to get it to 2400lbs!
Excuse the grime, I built this 8 years ago. Was surprised it was so dirty.
These AFR’s will be on my LS3 project as soon as I get them off the LS1. I just finished assembling the LS3 short block.
If you look close, they are clearanced for the YT’s. They seem to have came this way.
Similar cam, 226/230 114 .609/.598
Depending on chamber size that I’ll measure, I’m expecting approx 11.8:1
I’m not running 1.8’s. Those will add a bit of duration for you btw.
And also a ported Fast 102.
C5 Corvette. I’d have to remove the body to get it to 2400lbs!
Excuse the grime, I built this 8 years ago. Was surprised it was so dirty.
I just put this up because its reasonably similar to the OP’s combo. Not many doing good cathedral heads on the 6.2. Should be interesting.
Oh ok.
It should make good power with those MMS heads on it.
Camshaft is conservative so there is still more in it if the OP decides to go larger one day.
Will definitely be interesting to see.
I had an idea about a different way to measure for pushrod length required. Using this setup, I can install an adjustable pushrod set to length X (a few thou shorter than I expect to need). I can then measure the actual slop at the rocker end of the pushrod. Take the pushrod length X and add the measured slop Y to get the zero slop pushrod length X+Y ... then add the .035" preload and order pushrods.
By doing this I hope to get two benefits ... 1) the "zero slop" point is no longer dependent on feel, it's objectively measured 2) it's faster, I only have to install pushrods once on each cylinder.
I wound up using the measurements I got that way as a first cut. Then I used feeler gauges to measure the lash at the valve and calculated the pushrod length I'd need to get the lash where I wanted it. Then I checked with a pushrod of that length. It didn't take *too* long once I got into the swing of it, but it was not as fast as it would have been if the dial indicator technique had worked as well as I thought it might.
I also wish you could get your fingers in there. Oh well, first world problems. :-)
Tony Mamo set up the heads (they're his) and supplied shims of the correct thickness to center the wipe pattern. I checked that when I checked PTV, and it was dead on.
These are reduced travel lifters (Johnson 2126), so I added .035" to the zero lash measurement ... .006" to account for the block growth and .029" to put the lifter preload in the middle of it's travel.
Tony Mamo set up the heads (they're his) and supplied shims of the correct thickness to center the wipe pattern. I checked that when I checked PTV, and it was dead on.
These are reduced travel lifters (Johnson 2126), so I added .035" to the zero lash measurement ... .006" to account for the block growth and .029" to put the lifter preload in the middle of it's travel.
I would assume the reduced travel lifters would be noisier. its imperative the correct pushrod length/preload is dead on for optimum results.
I would assume the reduced travel lifters would be noisier. its imperative the correct pushrod length/preload is dead on for optimum results.
Just the opposite actually....the short travel Johnson's properly set up run very quiet relative to most performance LS engines (and their infamous sewing machine reference).
Stock lifters are twice as loud and that's due to all the sloppy internals that doesnt exist with the premium Johnson's which have much tighter internal tolerances among other internal perks of the design (the reduced travel another huge benefit).
They are about as close as you will get to an SR without the need to ever adjust anything and they will also turn big RPM if you pay attention to the valvetrain details (stiffer pushrods, lighter valves, lightweight roller rockers, the correct spring with ideal seat and open pressure and spring rate).
Details....details....details.....LOL
Mike (OP) your pushrods are ordered....email me to confirm you received the email I sent you regarding the lengths I grouped for you
Just the opposite actually....the short travel Johnson's properly set up run very quiet relative to most performance LS engines (and their infamous sewing machine reference).
Stock lifters are twice as loud and that's due to all the sloppy internals that doesnt exist with the premium Johnson's which have much tighter internal tolerances among other internal perks of the design (the reduced travel another huge benefit).
They are about as close as you will get to an SR without the need to ever adjust anything and they will also turn big RPM if you pay attention to the valvetrain details (stiffer pushrods, lighter valves, lightweight roller rockers, the correct spring with ideal seat and open pressure and spring rate).
Details....details....details.....LOL
Mike (OP) your pushrods are ordered....email me to confirm you received the email I sent you regarding the lengths I grouped for you
Wow, now I’m seriously thinking better cathedral heads rather than LS3 heads for my 6.2 build after seeing this and reading RonSS’ posts. Save the ported 823 heads for a bigger ci build.
Wow, now I’m seriously thinking better cathedral heads rather than LS3 heads for my 6.2 build after seeing this and reading RonSS’ posts. Save the ported 823 heads for a bigger ci build.
Great idea especially if you want better driveability.
You will also make more power and torque with a properly set up combination.
My AFR’s are the older 205’s. So not in the same league as grubinski’s. Cam is similar, but no 1.8 rockers. And it’s a few weeks from running. Had exh valve seat issues so that is being repaired.
Looking forward to seeing grubs results. Should be explosive in that little car!
My AFR’s are the older 205’s. So not in the same league as grubinski’s. Cam is similar, but no 1.8 rockers. And it’s a few weeks from running. Had exh valve seat issues so that is being repaired.
Looking forward to seeing grubs results. Should be explosive in that little car!
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