Lessons in timing chains and one with no equal
04-15-2016, 04:20 PM
#1
Supporting Vendor
Thread Starter
Lessons in timing chains and one with no equal
Elite Chain Drive
Often times when people think of the load put on their timing chain, they think of the load exceeding the tensile strength of the chain. In reality, what’s actually occurring is a series of abrupt starting and stopping, accelerating and decelerating of the crank and camshaft at different frequencies. In other words, if you were able to measure the load placed on the timing chain, you wouldn’t see a constant tension load, rather a series of shock loads. Shock loads are what destroys things. Many things determine the shock loads placed on your timing chain. These things include the ramp rates of the camshaft, the spring tension, engine RPM and the stability of the valve train overall and lastly, any kind of rev limiting electronics. The timing chain has no real ability to absorb shock and trying to design one that does is a bad idea because it will affect the accuracy of your valve timing. The stock timing chain was designed for the stock camshaft and springs. Part of the recipe for increased performance includes a larger camshaft with more aggressive ramps as well as increased spring pressures. While you may get away with using the stock timing chain, it doesn’t make it a good idea. Double row timing chains use smaller links with smaller pins, offering no real advantage. For many years, the C5R chain has been the gold standard in timing chains.
Now at the conclusion of much research and development, I bring you the Elite Chain Drive, bigger, better and stronger than anything offered before. The heavy duty pins are much larger than their counterparts. Not only that, but they’re cold formed and loaded with chromium to keep their strength at the highest point. The links are equally robust.
The drive gears are American made from 1141 billet steel. They are machined, vibratory polished, heat treated, vibratory polished again, manganese phosphate treated and then stamp marked.
Instead of black oxide coating the gears, which serves no purpose, we chose to coat them in manganese phosphate. If you take the time to read about this process, you’ll soon discover that it goes above and beyond providing excellent corrosion resistance (which is all that black oxide coating provides). It, in fact, provides friction resistance and offers anti-galling advantages.
The chain is made by a very well known, respected chain manufacturer, Rolon. It's made to our specifications with hardened and tempered chromized steel links and pins and oversized cold rolled pins
The first picture below shows a C5R chain, a C7R chain and then the Elite Drive Chain on the bottom. The second picture shows you the oiling hole in the rollers, designed to help keep the pins cool and lubricated.
I’ve met so many people focus on every other part on their build and then neglect a part that can bring the entire house down, the chain. Don’t be that guy.
The chain is only offered complete with the gear set for now. The drive gear has 2,4 and 6° advance and 2,4° retard positions.
Pricing for the LS1/6 chains has gone down to 245 shipped to the lower 48
LS2 1X cam gear 259.00 shipped to the lower 48
LS3 wet sump 209.00 289
LS9 LS7, LS3 dry sump (excluding LS9) 299.00
Now offering the chain only. for 169.00 shipped to the lower 48. It fits the stock gears.
Texas Residents Add 7.75% sales tax
Credit cards, cash and PayPal, Venmo, Cash App and Zelle accepted.
For credit card payments, I use Paypal and will require your email address to send an invoice. I ship to the PayPal confirmed address.
PayPal to: BlownBlueZ06@gmail.com
when ordering, please specify which kit you need.
Call or text me: (Text is best) 972-741-7457
Often times when people think of the load put on their timing chain, they think of the load exceeding the tensile strength of the chain. In reality, what’s actually occurring is a series of abrupt starting and stopping, accelerating and decelerating of the crank and camshaft at different frequencies. In other words, if you were able to measure the load placed on the timing chain, you wouldn’t see a constant tension load, rather a series of shock loads. Shock loads are what destroys things. Many things determine the shock loads placed on your timing chain. These things include the ramp rates of the camshaft, the spring tension, engine RPM and the stability of the valve train overall and lastly, any kind of rev limiting electronics. The timing chain has no real ability to absorb shock and trying to design one that does is a bad idea because it will affect the accuracy of your valve timing. The stock timing chain was designed for the stock camshaft and springs. Part of the recipe for increased performance includes a larger camshaft with more aggressive ramps as well as increased spring pressures. While you may get away with using the stock timing chain, it doesn’t make it a good idea. Double row timing chains use smaller links with smaller pins, offering no real advantage. For many years, the C5R chain has been the gold standard in timing chains.
Now at the conclusion of much research and development, I bring you the Elite Chain Drive, bigger, better and stronger than anything offered before. The heavy duty pins are much larger than their counterparts. Not only that, but they’re cold formed and loaded with chromium to keep their strength at the highest point. The links are equally robust.
The drive gears are American made from 1141 billet steel. They are machined, vibratory polished, heat treated, vibratory polished again, manganese phosphate treated and then stamp marked.
Instead of black oxide coating the gears, which serves no purpose, we chose to coat them in manganese phosphate. If you take the time to read about this process, you’ll soon discover that it goes above and beyond providing excellent corrosion resistance (which is all that black oxide coating provides). It, in fact, provides friction resistance and offers anti-galling advantages.
The chain is made by a very well known, respected chain manufacturer, Rolon. It's made to our specifications with hardened and tempered chromized steel links and pins and oversized cold rolled pins
The first picture below shows a C5R chain, a C7R chain and then the Elite Drive Chain on the bottom. The second picture shows you the oiling hole in the rollers, designed to help keep the pins cool and lubricated.
I’ve met so many people focus on every other part on their build and then neglect a part that can bring the entire house down, the chain. Don’t be that guy.
The chain is only offered complete with the gear set for now. The drive gear has 2,4 and 6° advance and 2,4° retard positions.
Pricing for the LS1/6 chains has gone down to 245 shipped to the lower 48
LS2 1X cam gear 259.00 shipped to the lower 48
LS3 wet sump 209.00 289
LS9 LS7, LS3 dry sump (excluding LS9) 299.00
Now offering the chain only. for 169.00 shipped to the lower 48. It fits the stock gears.
Texas Residents Add 7.75% sales tax
Credit cards, cash and PayPal, Venmo, Cash App and Zelle accepted.
For credit card payments, I use Paypal and will require your email address to send an invoice. I ship to the PayPal confirmed address.
PayPal to: BlownBlueZ06@gmail.com
when ordering, please specify which kit you need.
Call or text me: (Text is best) 972-741-7457
__________________
Offering products from A&A Superchargers, East Coast Superchargers, Mechman Alternators, Mantic clutches, RPS clutches, Kooks Headers, Lakewood, LG, Brian Tooley Racing, Comp Cams, FAST, ARP, UPP Turbo systems, Wiseco, Callies, K1, MAST Motorsports, Haltech and many more. PM me for details.
Offering products from A&A Superchargers, East Coast Superchargers, Mechman Alternators, Mantic clutches, RPS clutches, Kooks Headers, Lakewood, LG, Brian Tooley Racing, Comp Cams, FAST, ARP, UPP Turbo systems, Wiseco, Callies, K1, MAST Motorsports, Haltech and many more. PM me for details.
Last edited by BLOWNBLUEZ06@RKT Performance; 04-04-2024 at 02:15 PM. Reason: pricing and payment updates
The following 2 users liked this post by BLOWNBLUEZ06@RKT Performance:
jj horn (04-16-2016),
SteveDoten@ARH (04-19-2016)
04-18-2016, 09:50 AM
#3
Supporting Vendor
Thread Starter
04-18-2016, 10:32 AM
#4
Team Owner
Dang that is a nice piece Brett! You don't stop do you! 
Thanks,Matt
Thanks,Matt
04-18-2016, 11:19 AM
#5
Pro
Ohh perfect timing I am building an LS6 right now may I have one? I haven't decided which CAM route to go yet though will by EOD though. If I go with an LS9 cam then I'll need to do the whole front timing cover deal or I might just go ahead and order a custom CAM. Looking for a good custom CAM for LS6 with AFR 205 heads and D1SC.
04-25-2016, 10:39 AM
#6
Supporting Vendor
Thread Starter
Ohh perfect timing I am building an LS6 right now may I have one? I haven't decided which CAM route to go yet though will by EOD though. If I go with an LS9 cam then I'll need to do the whole front timing cover deal or I might just go ahead and order a custom CAM. Looking for a good custom CAM for LS6 with AFR 205 heads and D1SC.
If you don't already have the 205 heads, I've got a nice used set I'm about to have ready to sell. I can help with the custom cam too.
I'll PM you so we can discuss.
07-22-2016, 06:40 PM
#8
Supporting Vendor
Thread Starter
PayPal to: blownbluez06@sbcglobal.net and I'll get it on the way. If you need an invoice, just PM me your email addy and I'll forward you one.
Bret
08-17-2016, 09:56 AM
#10
Supporting Vendor
Thread Starter
The cam gears are 1141 billet steel, tumble polished, heat treated, tumble polished a second time, parkerized (an oxide coating that provides anti-friction properties as well) and labeled. It offers 3 advance positions and 2 retard.
Pricing for the LS1/2/6 chains has gone down to 169.00 shipped.
LS3 wet sump 189.00
LS7, LS3 dry sump (excluding LS9) 209.00
The following users liked this post:
silver408z (08-17-2016)
09-09-2016, 12:40 PM
#14
Supporting Vendor
Thread Starter
That's a good question.
The things that affect my cost to produce and trickle down to the sales price are cost of materials, quantity built, setup time and actual machine time.
With the relative popularity being an issue, I make and sell more LS2 sets than all the others combined, since I'm able to use them on all Gen III motors as well. Being made from a solid block of billet material, the bottom gear uses twice the material compared to the others. This is due to the extended gear requirement for the dry sump pump. More material and significantly more time to whittle it down to the end piece. Setup time is the same for each. Let's say it's an hour. When we make a run of the ls2 sets, I'll make 1000 and the total time is 4 hours for that 1000. Now for the dry sump setup, I'll need around 85 to sell out in the same period of time. That's about 1.3 hours to complete.
The things that affect my cost to produce and trickle down to the sales price are cost of materials, quantity built, setup time and actual machine time.
With the relative popularity being an issue, I make and sell more LS2 sets than all the others combined, since I'm able to use them on all Gen III motors as well. Being made from a solid block of billet material, the bottom gear uses twice the material compared to the others. This is due to the extended gear requirement for the dry sump pump. More material and significantly more time to whittle it down to the end piece. Setup time is the same for each. Let's say it's an hour. When we make a run of the ls2 sets, I'll make 1000 and the total time is 4 hours for that 1000. Now for the dry sump setup, I'll need around 85 to sell out in the same period of time. That's about 1.3 hours to complete.
01-27-2017, 09:34 AM
#17
Supporting Vendor
Thread Starter
I do need to say that the LS9 timing gear is different than the LS3/7 timing gear and my dry sump LS3/7 lower timing gear will not replace the LS9, however, you can reuse the LS9 timing gear and replace only the top gear or now buy only the chain for 99.00 shipped.
The following users liked this post:
2007-Vette (01-28-2017)
01-28-2017, 04:16 PM
#18
Instructor
Hey Jon, I apologize for not catching this question sooner. My timing set will fit anywhere the OEM timing set will fit. No oil pump spacing required.
I do need to say that the LS9 timing gear is different than the LS3/7 timing gear and my dry sump LS3/7 lower timing gear will not replace the LS9, however, you can reuse the LS9 timing gear and replace only the top gear or now buy only the chain for 99.00 shipped.
I do need to say that the LS9 timing gear is different than the LS3/7 timing gear and my dry sump LS3/7 lower timing gear will not replace the LS9, however, you can reuse the LS9 timing gear and replace only the top gear or now buy only the chain for 99.00 shipped.
No worries, I'll be sending a pm soon to get a ls2 kit for when I do my heads cam swap. Thanks for the info sir.
Jon
