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Oh yea, a shaft rocker on aftermarket castings is 100% the way to go.
The parts mocked up well even at >.750" lift so I was just curious the reasoning to say you can't take stock castings above .700".
The guys I bought the heads from had a very similar setup with the same rockers and made over 800hp and ran it to 7800+.
But it sounds like he's running OEM LS7 heads, ported by Bischoff. If OEM LS7, the pedestals dont have the best reputation for strength and rigidity, especially when running 500+lb springs! So shaft mount would sure be what I'd want for OEM LS7 heads with those springs. It can't hurt tying all the pedestals together, effectively creating a "pedestal girdle". LS7 heads must be one of the few heads out there where you run shaft mounted arms as much for increased head casting rigidity as for valvetrain rigidity!!!!
Well, you're right it definitely would be better..but there's not an adjustable shaft rocker kit for the stock pedestals. Only for heads that have been milled down and redrilled.
On the OEM LS7 heads they are certainly pedestals on the Brodix BR7 heads they are more of a blob of aluminum with a notch cut out for the rockers. Here are some photos of the OEM and Brodix (top photo). BTW the Brodix heads weighs almost 5 more pounds than OEM head 24 vs 29 pounds.
On the OEM LS7 heads they are certainly pedestals on the Brodix BR7 heads they are more of a blob of aluminum with a notch cut out for the rockers. Here are some photos of the OEM and Brodix (top photo). BTW the Brodix heads weighs almost 5 more pounds than OEM head 24 vs 29 pounds.
Thats a nice side by side. Never saw how much more material is around the Brodix pedestals, big difference.
I think a good data point is the area where the valve cover bolts go in you can see it is almost flush with the Brodix head while the OEM the valve cover bolt area sticks about 1/2 inch above the head.
I saw on Facebook that Brenton got your top end done. At least I'm assuming it's you, because I doubt there are a lot of people who order a Trinity and an MSD lol.
So hopefully this monster will be put together soon then?
I saw on Facebook that your got your top end done. At least I'm assuming it's you, because I doubt there are a lot of people who order a Trinity and an MSD lol.
So hopefully this monster will be put together soon then?
I saw on Facebook that Brenton got your top end done. At least I'm assuming it's you, because I doubt there are a lot of people who order a Trinity and an MSD lol.
So hopefully this monster will be put together soon then?
Hah, yes I'm the madman he was referring too.
If there is some decent weather in December i might be able to knock out a good chunk of work out but I'm not holding my breath. Garage is not heated and it's not going anywhere until spring, so i may just gather the few remaining pieces over winter and get back at it in march or april when the weather breaks. But its really just pushrods away from running now, so thats good!
One thing you should be aware of depending on engine/water pump the Corvette being bad you can run into clearance issues with a very large TB and MSD with the water pump. It will prevent the manifold from fully seating in the front. It can be fixed with some grinding. Looks like it has a new mounting port / holes which will help. You may be fine, but a lot of guys have run into issues with even a stock TB or the NW 102 with the MSD on a C6 Corvette.
One thing you should be aware of depending on engine/water pump the Corvette being bad you can run into clearance issues with a very large TB and MSD with the water pump. It will prevent the manifold from fully seating in the front. It can be fixed with some grinding. Looks like it has a new mounting port / holes which will help. You may be fine, but a lot of guys have run into issues with even a stock TB or the NW 102 with the MSD on a C6 Corvette.
Good point for others reading. Already had to grind my water pump with the MSD and stock TB. The electric water pump MAY provide more clearance, but either way, the dremel will come out as needed. I am expecting some clearance issues across the board. My biggest worry is getting the NW112 under the stock hood with the Trinity, through lower engine mounts or frame spacers or some combo of both, we'll see!!
Test fit some parts the other day. Put a couple bolts in the heads and threw both intakes on. The MSD has clearance to the top of the electric water pump, but the 112 adapter and NW112 TB are hitting the pump outlet on the passenger side. I will grind both and we will be good. The Trinity, with stock height mounts actually clears the factory hood but once you put the NW112 on, the top of the TB motor hits the hood. AMT was kind enough to send the 3/8in lower pucks over but that still won't be enough to get the hood shut with an air intake setup attached. I could probably put the half inch frame spacers in but i am not sure i want to do that. I will wait to see the power each manifold makes and if i decide to keep the Trinity around, i will order a new hood. I think a B92(Zr1 style) would work but i may consider an RK Sport hood or end up picking a spare hood and cutting that a bit, we'll see. I have always wanted a B92 anyway.
I'll do all my testing with no hood and then throw the hood on with the MSD to see how much it matters under 150. But a very short bell mouth directly off the Trinity is intriguing ..killer ram air effect at that height.
I think the 112 Trinity situation could also be fixed if the 112 adapter was angled ~15 degrees down. You'd still need the lower mounts, but i think that would be the ticket to squeeze it all in under a factory hood.
The cam and some little parts didn't show till later last week, so the car will sit until spring.
I saw on Facebook that Gap God was able to get his to fit with a B92 hood from Faircloth composites a few weeks back. I think he might be running a 120mm TB though, so I would think that a 112mm would have more room.
I like the idea of a ram air bell mouth right off the intake like that.
I saw on Facebook that Gap God was able to get his to fit with a B92 hood from Faircloth composites a few weeks back. I think he might be running a 120mm TB though, so I would think that a 112mm would have more room.
I like the idea of a ram air bell mouth right off the intake like that.
Yeah i saw that, but missed that he was on a 120mm and F710 heads. I'd love to go the B92 route when the time comes and that gives me a bit more confidence knowing i should have a tad more room him than him.
Nice build. Brenton does good work and is a great guy to deal with.
. I have a low lash solid roller with mast heads ported by lme. .730/.712 lift but only 251/262 duration in a 4th gen ta.
. 4l80 with 5600 stall. Brentons msd still liked Being shifted at 7800 so don't be scared to try it.
I will be freshen my motor up after new years and will be testing the msd -sniper and now a 4.5csa cid 4500 on engine dyno. Using both an elbow to 102 and a 4500 tb
Nice build. Brenton does good work and is a great guy to deal with.
. I have a low lash solid roller with mast heads ported by lme. .730/.712 lift but only 251/262 duration in a 4th gen ta.
. 4l80 with 5600 stall. Brentons msd still liked Being shifted at 7800 so don't be scared to try it.
I will be freshen my motor up after new years and will be testing the msd -sniper and now a 4.5csa cid 4500 on engine dyno. Using both an elbow to 102 and a 4500 tb
Nice. I'm jealous of the additional lift! Sad, but I am already dreaming about when i can put another set of aftermarket heads on and go after another 0.100 in lift.. hah. Will be very interested to see how yours does with the CID 4500!
I am not worried about the MSD one bit to be honest. I know it's going to do well. I am just very intrigued by whether or not the Trinity's top end is enough to make up for its low end losses in my specific application. The Trinity will absolutely out power the MSD up top, but for me, it's all about it can handle 1st gear and recovering from the typical bog at about 4k.
I'm glad you're doing both, it'll be very interesting to see. I'm curious to see how accurate your simulated torque curves end up being. If they're correct, that Trinity would be a roll race monster if you paired it with a ZR1 transmission and shifted it up around 8100. I think it's going to be a fair bit tougher to get a good 60ft though.
I'm glad you're doing both, it'll be very interesting to see. I'm curious to see how accurate your simulated torque curves end up being. If they're correct, that Trinity would be a roll race monster if you paired it with a ZR1 transmission and shifted it up around 8100. I think it's going to be a fair bit tougher to get a good 60ft though.
Yeah, very interested to see how it turns out in the real world. I am not as concerned with number predictions, more so the shape of the curve.
I have a ton of sim'd data and 2-4th gear, the trinity absolutely works the MSD. But if the trinity ends up giving up more midrange torque than anticipated, the MSD is going to come out ahead. Right now, the Trinity is down to the MSD by ~35tq from 4k-5k. At 6250rpm, hp and tq between the two intakes are equal. That being said, the higher i spin the trinity, the more it offsets the MSD (obviously). It's all going to hinge on how it lines up under 6250 in the real world. My 3 shifts drop me to ~5250, 5750, 6000, respectively
Originally Posted by AINT SKEERED
On street that msd will be a hand full.
track that hooks I think it would win .
I'm very interested to see it
can't wait to get real results!
Last edited by Ryans99ls1; Jan 2, 2024 at 01:30 PM.
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