L6 Super Rockers

[260DET]

Sound good anyway http://forums.hybridz.org/topic/126597-cnc-1pc-performance-rocker-arm-sets/

[dat2kman]

Except for when the case hardening does wear through,,,,,

OEM with the seperate wipe area, made of tougher yet brittle alloy,is superior.

 

If any are after OEM new rockers, I have large quantities available.

[260DET]

So what steel are the OE ones made of Jason? These use 8620 which appears to be suitable but not particularly high spec, something like 9310 would be ace.

[RLY240]

Jason you have PM.

[260DET]

Asked the vendor why 8620 steel instead of one of the alternatives. The response was noncommittal.

[gav240z]

Sounds about right, when I had my cylinder head reconditioned at Les Collins racing, we just had the OE rockers resurfaced. Seems they are superior to anything offered aftermarket.

[WhitleyTune]

0.020" case hardening on an 8620 rocker should be fine - if you are worried about going through into the soft you have bigger issues wearing 20 thou off the pads! 

 

Cool idea and good price really, kind of pointless without tweaking the geometry or increasing the slipper pad length though. 

 

There are some aftermarket rocker arms from Japan that have redesigned geometry for more extreme lift than the factory rocker. You can imagine what they are worth though! 

 

 

 

[260DET]

Crikey, what cams are those 

[PB260Z]

Crikey, what cams are those 

+1, certainly one of the wildest cam profiles I have seen.

[gav240z]

Yeah that cam profile is interesting to say the least.

[WhitleyTune]

Custom cam profile to suit the larger pad on those rockers. 304 deg advertised, 16.35mm valve lift, 101/103 centerlines. 

Those rockers $1800 a set. 

Edited January 17, 2017 by WhitleyTune

[dat2kman]

OEM new ones at around $630 a set, about 1/3 the price!

Who wants some new ones?

[260DET]

So what performance characteristics do those 101/103 cams with rockers have compared with the OE type setup?

 

PS This is high tec stuff Jason, go away.

[WhitleyTune]

That cam is pretty up there, you'd be looking at 4-8k+ powerband on an L32. 

 

Those rockers allow more lift for the same duration. So expect a similar torque curve but shifted up slightly compared to a cam with the same timing on the OE rockers. 

 

Really the only people who would afford this are building 350hp+ motors, would be cool to see what they can do on a more street oriented setup though. 

[260DET]

Could/should be of interest to the Sc racers, a bit more power plus some brake management and they will be porking Porsches. Get with the programme and spend more money than they do.

 

Whitley, have you 'advertised' on HybridZ? 

Edited January 17, 2017 by 260DET

[C.A.R.]

Could/should be of interest to the Sc racers.

Hahahahahaha!...

[WhitleyTune]

Could/should be of interest to the Sc racers, a bit more power plus some brake management and they will be porking Porsches. Get with the programme and spend more money than they do.

 

Whitley, have you 'advertised' on HybridZ? 

 

Yep, quite possibly. I've got some other designs up my sleeve too that should be quite interesting. 

 

I haven't advertised, just helped some people in threads with cam stuff. I'm still sorting my business so will be a couple months before anything goes out the door. 

[d3c0y]

Correct me if I am wrong here but isn't the modified geometry more about valve control at high RPM and wild ramp rates than getting bigger lift numbers?

[WhitleyTune]

Lighter, stiffer rockers will always help with valve control. But no not really, valve control and 'wild ramp rates' (which I assume you mean Intensity?) are functions of the acceleration curve.

 

For Intensity (degrees it takes to open the valve X mm), maximum acceleration is limited on a finger follower with radiused pad like the L by how deep inverted radius (or negative curvature) you can grind on the cam. This is why you see modern OHC roller valvetrains have a massive inverted radii on the cam and have to be ground on special cam grinders with small grinding wheels. This is to try get back some valve acceleration they have lost over a bucket flat-tappet valvetrain design (which have no such acceleration limitation). 

 

For valve control, you could reduce/widen the negative acceleration over the nose with a lighter rocker and gain some valve time-area (less spring pressure needed). But really that is splitting hairs and no ones valvetrain is that developed unless you spend time on a Spintron. 

 

If you could change the rocker ratio then yes you could get some more acceleration at the valve for a given cam, this would require moving the cam axis though. 

Edited January 18, 2017 by WhitleyTune

[260DET]

What's the state of cams for LSx engines Whitley? Have the Yanks got them pretty well nailed down?  My otherwise standard LS3 has a 220/236 Crane 2019381 cam, a bit more power around 6k would be good, track rev range is 3,500rpm up to 6.5.

[WhitleyTune]

They the have them pretty good now I think, such a big market. I think you could do with a bit more intake duration, that is a big duration split! I'd go around 230/236 on 113 LCA with around .600" lift.