Lashway introduces their own line of 3-piece pushrods for LSx applications

[Erik@lashway]

http://www.lashwaymotorsports.com/st...hrods-lsx.html

Lashway Motorsports is proud to introduce it's very own line of high end, 3-piece push rods for any LS application.

We've offered these rods to our local customers for a while now and decided to market them to other folks around the country looking for a pushrod that will handle anything you throw at it.

The 3-pc pushrod design is not new by any stretch. In fact, 3-pc rods have been utilized by engine builders for many years. Most NHRA and Sprint Cup teams use 3-pc rods in several different applications. Unlike the common 1-pc chromoly rods most offer, the 3-pc design offers a multitude of benefits that we can all appreciate.

Some of the advantages and specifications of Lashway 3-pc rods are:

•Highest quality 4135 seamless Chromoly tubing for extreme applications - Higher quality chromoly means less rod deflection at higher RPMs. Many aftermarket camshafts have very aggressive ramp rates. These rates put the engines valvetrain through high levels of stress. A high strength rod with tool steel ends can help to stabilize and protect the integrity of the valvetrain and its events.

•Salt bath nitride surface treatment for outstanding wear properties and strength 180,000 psi tensile strength
If you remove a standard aftermarket chromoly rod from an engine there is often times a bit of corrosion and rust on the exterior of the rod. Chromoly steel is known to rust, if you have a chromoly steel cage in your race car then you know what I mean. This corrosion can end up in motor oil and on moving parts. Obviously not a good thing. Our rods are treated in a salt-nitride bath. The nitrogen adhears to the exterior of the rod eliminating the corrossion issues we have seen with other common 1-pc rods.

•240-degree ball for excellent rocker arm cup clearance
The ball end of the rod features more of a radius than that of a standard 1-pc formed rod. This means less interference with the rocker arm on higher lift cams.

•Tips are made from high impact, wear resistant 8620 barstock that is case hardened and cryogenically treated and tempered
This is simple to understand. The ends of the pushrod make contact with the rocker, and the lifter cup. It is essential that the material the ends are made of are their absolute strongest. I have personally removed 1-pc formed rods from engines that are rough to the touch at the end of the rod. Small fishers and deformations in the formed end of the rod can lead to premeature wear on valvetrain parts. Our rods do not have this issue. The 8620 barstock is some of the strongest steel available on the market!

•180,000psi tensile strength
Like ARP fasteners, added tensile strength in a pushrod is always a nice benefit to have. Less deflection and higher stability at high RPMs.

•.083 wall thickness
The walls of our pushrods are thicker than the average 1-pc rod available today for added strength. Smaller oiling holes keep oil at the lifter and cam lobes where it is needed and not at the rocker where less oil is required at any RPM range.

Advantages over the one piece pushrod design:

The 3-piece design allows the pushrod ends to be CNC machined as opposed to pressed or formed, this allows the pushrod’s main body to be thicker and of a stronger alloy



We're offering these rods at $199.99 a set. They are well worth the money, and have been tested and proven in every single of of our vehicles that leave our facility including our drag cars.

More information can be found at our website:

www.LashwayMotorsports.com

PM for details and to place your order!

[Squintz Palladoris]

Very nice,

Compared to a 1 piece design in the same size is there an increase in weight? With the increased wall thickness I assume they are heavier.

Thanks!

[Erik@lashway]

The alloy is actually a bit lighter, but not by much. I actually just weighed our rod against a 1-pc from Texas Speed and they're both identical, 45.35 Grams.

[FTI-EDC]

It's good to see someone else is doing this! Great job.

On that side of the valvetrain, weight is not an issue. The push rod stiffness is critical, not its mass.

Column Theory

Because a push rod is an eccentrically loaded column due to angularity load and arc motion within the engines atmosphere, whenever possible, it is most proper to use either a single taper or offset dual taper design push rod.

It is also very important to use the largest diameter push rod that you can fit in the engine. This will help lessen deflection in the push rod by putting the major diameter and mass where it is needed the most. The greater the angularity, the greater the arc motion. As the push rod encounters this, the high load area on the tube moves closer to the energy source. The energy source being the lifter, as it travels up the ramp of the camshaft.

It makes it even more important to use these tapered designs when using large roller bearing diameters, increased valve lash, very high engine speeds, high rocker ratios, rapid valve train acceleration and high spring pressure. These tapered designs make it easier for the push rod to do its job properly, and will enhance the performance of all the other valve train components, which will enable the engine to produce the maximum possible horsepower. The tapered designs and large diameters will also reduce valvetrain harmonics.

Do not be over concerned about push rod weight. The difference between a stock 5/16 diameter push rod in a small block Chevrolet and a 7/16 to 3/8 tapered push rod, represents a difference of approximately 2.5% of effective weight. This is because the push rod is on the slow moving side of the valve train.

The effective increase in weight between the two push rods may be small but provides a huge increase in valve train stability. Remember the valve side of this valve train is the critical side where any weight savings will make marked improvements. No matter what we change, valve train stability is the goal.

[Erik@lashway]

Nice info- thanks!

[Squintz Palladoris]

FTI-EDC,

Thanks for that, I always figured the weight was the same on either side. That explained alot to me actually. Did'nt think about how much faster parts are moving on the valve side of the rocker.

[Erik@lashway]

If you're thinking about upgrading to an aftermarket camshaft, these would be an excellent choice to go along with the swap! Call or PM for packages deals.

Erik@Lashway