My Camaro went home to Oshawa to die......

[Nvincent4708]

Originally Posted by Huggerorange73

Thanks for the help.....At this point, a crate LS3 is going back in it...so it'll be a complete engine going in, top to bottom.

I'm going to hold off on any further internal mods until I do alot more research..alot more.

just take my route..i'm not doing internal to the lsx.. just a nice friendly blower on top.. once the warranty on the crate engine is gone

[Huggerorange73]

Originally Posted by Nvincent4708

just take my route..i'm not doing internal to the lsx.. just a nice friendly blower on top.. once the warranty on the crate engine is gone

If that LSX wasn't cast iron I'd be tempted to do that....or if the internals were forged.

From what I'm reading on it, it looks like it's the same internals as the production LS3, but with an iron block.

[Huggerorange73]

I stand corrected on the LSX :
LSX376 SPECIFICATIONS:
Part number: 19171049
Engine type: LSX Series Gen IV small-block V-8
Displacement (cu in / L): 376 / 6.2L
Bore x stroke (in / mm): 4.06 x 3.62 / 103.25 x 92
Block (P/N 19166454): LSX cast iron with six-bolt, cross-bolted main caps
Crankshaft: nodular iron
Connecting rods: powdered metal
Pistons: forged aluminum
Camshaft type: hydraulic roller
Valve lift (in): 0.551 intake / 0.522 exhaust
Duration (deg @ 0.050 in): 204 intake / 211 exhaust
Cylinder heads (P/N 12598594): LS3 rectangular port; as cast with 68cc chambers
Valve size (in): 2.16 intake / 1.59 exhaust
Compression ratio: 10.7:1
Rocker arms: investment cast, roller trunnion
Rocker arm ratio: 1.7:1
Recommended ruel: 92 octane

Rods aren't forged though.

[S-eatin-grin]

Great news to hear mike...evidence looks pretty strong that the installer should have picked up on the cam gear being torqued down on the pin...hopefully they will man-up...afterall, you take a car to a performance shop to have experts do it right.

[Nvincent4708]

Originally Posted by Huggerorange73

I stand corrected on the LSX :
LSX376 SPECIFICATIONS:
Part number: 19171049
Engine type: LSX Series Gen IV small-block V-8
Displacement (cu in / L): 376 / 6.2L
Bore x stroke (in / mm): 4.06 x 3.62 / 103.25 x 92
Block (P/N 19166454): LSX cast iron with six-bolt, cross-bolted main caps
Crankshaft: nodular iron
Connecting rods: powdered metal
Pistons: forged aluminum
Camshaft type: hydraulic roller
Valve lift (in): 0.551 intake / 0.522 exhaust
Duration (deg @ 0.050 in): 204 intake / 211 exhaust
Cylinder heads (P/N 12598594): LS3 rectangular port; as cast with 68cc chambers
Valve size (in): 2.16 intake / 1.59 exhaust
Compression ratio: 10.7:1
Rocker arms: investment cast, roller trunnion
Rocker arm ratio: 1.7:1
Recommended ruel: 92 octane

Rods aren't forged though.

That's the revised information. Sadly the rods aren't forged, but the forged pistons are good. Rumored it'll take 13PSI.. would I push it there..NO!

I'll be happy at 8.5psi

[Camarowguy]

Originally Posted by getarz4u15ster

The specs from thunder racing (where i bought the springs show Comp's product description as the following)

Comp Cams 26926 Ultra Dual Valve Springs; Designed for GM LSr Camshafts, .675 Lift, 1.290" OD, set of 16

Developed in conjunction with the new LSR™ Camshaft Series for GM LS engines, the #26926 Ultra Dual Valve Spring is the most high-tech of all COMP Cams® valve springs. With a host of high-end race design features and Super Clean® wire material, this lightweight, small O.D. dual valve spring is capable of controlling extremely aggressive profiles with lift up to .675".

• Designed to fit the stock valve spring pocket (without machining) and stock valve length

• Super Clean® wire material for unsurpassed resistance to fatigue, load loss and breakage



however if you go to another place on their site.. same springs.. see the following link

http://www.compperformancegroupstore...Category_Code=

The inner spring also had the problem of fitting around the spring guide that's IN the head.. those would need to be replaced to something smaller to accommodate the smaller spring inside...again lack of CORRECT information here is a BIG problem.

So it's just as much my fault for not doing thorough research as it is comp's or whoever elses.. =o/

I'm standing in thunder racings showroom as I type this...getting prices on cams and valvetrain stuff

[Huggerorange73]

Originally Posted by S-eatin-grin

Great news to hear mike...evidence looks pretty strong that the installer should have picked up on the cam gear being torqued down on the pin...hopefully they will man-up...afterall, you take a car to a performance shop to have experts do it right.

Hopefully it all works out for the best......

Originally Posted by Camarowguy

I'm standing in thunder racings showroom as I type this...getting prices on cams and valvetrain stuff

Show them the pics...they should love it!

[TGG1SS]

Originally Posted by Huggerorange73

Comp is going to warranty the cam and help out on the related parts.

Now I need to sit down with the installer to figure out how they're going to make this right. Hopefully it won't turn into a battle....

Great News!!! glad to hear this is working out!

[Camarowguy]

Originally Posted by Huggerorange73

Hopefully it all works out for the best......



Show them the pics...they should love it!

Bahahaha!!!! I did! They were like holy shit! Two things, they said they had never heard of the pin being too long....they heard of the pin breaking. The ls3 conversion with good lifters didnt even cost $400 total....that's the route I'm going,

Also, one of the guys there said keep the factory oil pump on it. Im scared to do that with all the failures I've heard about. I won't sleep at night keeping the stock pump....

[SUX2BU]

Originally Posted by Camarowguy

Also, one of the guys there said keep the factory oil pump on it. Im scared to do that with all the failures I've heard about. I won't sleep at night keeping the stock pump....

On cars I've worked on I've seen more failures with ported pumps that stock.

[Huggerorange73]

Originally Posted by Camarowguy

Bahahaha!!!! I did! They were like holy shit! Two things, they said they had never heard of the pin being too long....they heard of the pin breaking. The ls3 conversion with good lifters didnt even cost $400 total....that's the route I'm going,

Also, one of the guys there said keep the factory oil pump on it. Im scared to do that with all the failures I've heard about. I won't sleep at night keeping the stock pump....

But if the pin isn't load bearing, and is only a locator.....why does pin breakage lead to epic failure?!?!

[skip_168]

bottom line: no guarantees with performance work...

[Huggerorange73]

Originally Posted by skip_168

bottom line: no guarantees with performance work...

Or the age old saying...if you want something done right, do it yourself.

[PQ]

Originally Posted by Nvincent4708

just a nice friendly blower on top..

............