Cam lobe pics
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From: Fallbrook SanDiego county
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2021 C6 of the Year Finalist - Modified
I am no expert, but since a lot of folks are running pretty big aftermarket cams with lots and lots of lift, they also need double valve springs capable of .660" lift and lots of valve seat pressure and valve open pressure in order to keep the valvetrain stable at high rpm.
I am convinced that these very stiff aftermarket double valve springs are playing hell with the cam lobes.
Just my opinion ...
___________________________________
EDIT: . . In my case, I could make a lot more HP with my supercharged LS3 if I installed a big cam and some stiff / high lift capable valve springs, but, I am leaving the stock LS3 cam in the engine while I am still ahead in the game ... I just want some longevity out of my engine, and I just don't see it happening with a big cam and super stiff / double valve springs.
.
I am convinced that these very stiff aftermarket double valve springs are playing hell with the cam lobes.
Just my opinion ...
___________________________________
EDIT: . . In my case, I could make a lot more HP with my supercharged LS3 if I installed a big cam and some stiff / high lift capable valve springs, but, I am leaving the stock LS3 cam in the engine while I am still ahead in the game ... I just want some longevity out of my engine, and I just don't see it happening with a big cam and super stiff / double valve springs.
.
Last edited by Turbo6TA; Dec 12, 2020 at 10:20 AM.
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Thread Starter
Pro
Joined: Feb 2017
Posts: 611
Likes: 79
From: Fallbrook SanDiego county
I am no expert, but since a lot of folks are running pretty big aftermarket cams with lots and lots of lift, they also need double valve springs capable of .660" lift and lots of valve seat pressure and valve open pressure in order to keep the valvetrain stable at high rpm.
I am convinced that these very stiff aftermarket double valve springs are playing hell with the cam lobes.
Just my opinion ...
___________________________________
EDIT: . . In my case, I could make a lot more HP with my supercharged LS3 if I installed a big cam and some stiff / high lift capable valve springs, but, I am leaving the stock LS3 cam in the engine while I am still ahead in the game ... I just want some longevity out of my engine, and I just don't see it happening with a big cam and super stiff / double valve springs.
.
I am convinced that these very stiff aftermarket double valve springs are playing hell with the cam lobes.
Just my opinion ...
___________________________________
EDIT: . . In my case, I could make a lot more HP with my supercharged LS3 if I installed a big cam and some stiff / high lift capable valve springs, but, I am leaving the stock LS3 cam in the engine while I am still ahead in the game ... I just want some longevity out of my engine, and I just don't see it happening with a big cam and super stiff / double valve springs.
.
Race Director
Joined: Mar 2011
Posts: 13,262
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From: SW Florida
2021 C6 of the Year Finalist - Modified
Of course, if a wore out lifter tray causes the lifter to rotate, it will certainly take out cam lobes ... but there are lifter trays in internally stock 100,000 mile LS engines that are still holding up fine.
Additionally, if harmonics caused by bad OEM engine geometry was at fault here, you would be seeing lots of stock cam LS engines destroying cam lobes and lifters, but that's not the case.
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But these LS2 and LS3 C6s that are left basically stock (at least stock as in stock cam and valve springs) don't have there cam lobes and/or valve lifter rollers all chewed up like you keep seeing in guys that have non-stock valve train components
Additionally, if harmonics caused by bad OEM engine geometry was at fault here, you would be seeing lots of stock cam LS engines destroying cam lobes and lifters, but that's not the case.
Additionally, if harmonics caused by bad OEM engine geometry was at fault here, you would be seeing lots of stock cam LS engines destroying cam lobes and lifters, but that's not the case.
Last edited by grpweld; Jan 21, 2021 at 11:39 PM.
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Le Mans Master
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From: Southeast TX
Lots of things play into whether an upgraded valve train leads a long and happy life or goes **** up prematurely.
Camshaft lobe style is just one them. Just because the lift is higher than stock doesn't mean early valve train failure is inevitable. Some of the earlier lobe styles were definitely harder on parts. Newer ones are definitely easier on things as long as you chose components wisely. Aggressive ramp rates and high lifts along with the higher pressure springs needed to control them aren't good for longevity. They may get you to the finish line quicker, but that extra performance comes at a price.
Getting the valve train set up correctly is just as important as quality of parts.
Good quality lubricants and early oil changes can sure help too.
Camshaft lobe style is just one them. Just because the lift is higher than stock doesn't mean early valve train failure is inevitable. Some of the earlier lobe styles were definitely harder on parts. Newer ones are definitely easier on things as long as you chose components wisely. Aggressive ramp rates and high lifts along with the higher pressure springs needed to control them aren't good for longevity. They may get you to the finish line quicker, but that extra performance comes at a price.
Getting the valve train set up correctly is just as important as quality of parts.
Good quality lubricants and early oil changes can sure help too.
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Pro
Joined: Feb 2017
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From: Fallbrook SanDiego county
Dude wtf are you trying to say? that this normal? I've got motors with solid rollers & over .700" lift that DON'T have any marks or pits on them.
Le Mans Master
Joined: Dec 2005
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From: Southeast TX
I wish I had the magic recipe to make things right for you. You're on the right track with the lighter valves if you're going to spin it hard. Pay close attention to lifter pre load and measure them all. I've heard of folks needing 6 or 7 different length push rods to get them all within spec. Peons like me...eh, if I'm close, I'm probably good. I have a fairly tame cam on soft lobes and rarely and go north of 6800 rpm. More RPM demands more attention to detail for sure.