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| Flow Data |
| Technical Data and Product Line Descriptions |
Index 1. Late Model Hemi A. Cylinder Heads B. Custom camshafts C. CNC intake manifolds D. Custom pistons E. Custom rocker arm assembly 2. GM Late Model Cylinder head packages 3. Late Model Valve Train Components 4. Power Packages and camshaft discussion 5. RLD Performance Total Power Packages 6. Regarding AFR cylinder heads. Late Model Hemi Cylinder Heads We feel that we have the highest flowing and best performing late model Hemi cylinder heads available. The following is a list of features. 1. Intake port Flow line Machined ™ standard. Late Model Hemi Custom Hydraulic Roller Camshafts
Street Camshafts All of the following street and racing camshafts may appear to be small. These are proprietary lobes designed by RLD Performance not by others. These camshafts were specifically designed for Late model engines to use with our cylinder head port designs. These camshafts were designed with short seat timing and high lift. The lobes were all designed with the most aggressive hydraulic roller lobes available today. All of these camshafts have a maximum area "under the curve" for maximum performance. Engine builders call these cams "FAT BSTD" cams for a good reason. This camshaft line will maximize your combination and are best utilized as cubic inch specific depending on if you want to emphasize horse power or torque. Please pay particular attention to the lift. Do not order a camshaft past your maximum spring lift. RLD Performance has a proven line of their own racing springs that were designed to work with these profiles. Emissions warning - The following camshafts are for off road use only and are not 50 state legal to use on emission controlled vehicles. 1. Designed for RLD Performance racing cylinder heads. RLD-H1 Duration @ .006 264/268, w 1.6 .592/.600, LSA 114 1,500-7,000 rpm Comments - largest recommended camshaft for the 6.1L Hemi on the street. Emphasizes a balanced engine with the RLD cylinder heads and ported intake. Huge midrange torque. Outstanding turbo/supercharger cam. Requires RLD .650 lift spring upgrade. No overlap at .050 lift. Stall converter is optional. See listed dyno sheet 536 HP/ 498 T.
RLD-H2 Duration @ .006 268/278, w 1.6 .595/.611, LSA 115 2,000 - 7,000 rpm Comments - largest recommended camshaft for a 5.7L-6.1 on the street. Emphasizes HP rather than T. Works best in 392 and larger cubic inch applications. Huge midrange increase in 392+ cubic inches. Outstanding turbo/supercharger cam for 5.7L plus cubic inches. Requires .650 lift spring upgrade but has no overlap at .050 lift. Stall converter may be required in smaller cubic inch engines. Racing Camshafts RLD-H3 Duration @ .006 272/282, w 1.6 .599/.605, LSA 114 2,000 - 7,000 rpm Comments - Next size up from the RLD-H2 but designed as a racing camshaft emphasizing torque in larger displacement engines. Designed for Max Torque for 392 + cubic inches. Outstanding 426 cubic inch where a substantial increase in torque is desired. Requires .650 lift spring upgrade. Overlap @.050 lift. RLD-H4 Duration @.006 276/286, w 1.6 .605/.608, LSA 114 2,500 - 8,000 rpm Comments - Next size up from RLD-H3. Transitional cam for the 392 or 426 with a balanced HP and torque curve. Requires .650 lift spring upgrade. Overlap @.050 lift.
RLD- H5 Duration @.006 280/290, w 1.6 .605/.611, LSA 113 3,000-8000 rpm Comments - late model 426 Hemi racing camshaft designed to maximize Hp and torque with the RLD CNC cylinder head. Excellent road race and limited drag race camshaft. Designed to use the RLD racing cylinder head, ported intake manifold and spring package to ensure against failure. Overlap at .050. See dyno sheet.
RLD-H6 Duration @.006 286/296, w 1.6 .610/.610, LSA 113 3,500-8000 rpm Comments - Hydraulic Roller Drag race camshaft for the 426 Hemi. 1. Stage 1 - CNC flange gasket match and CNC runner. Late Model Hemi Custom 2618 Forged 4.090 Racing Pistons 1. Deigned for late model Hemi combustion chambers, valve angle and head design.
1. 1.6 ratio
GM late model Cylinder Heads It should be noted that our cylinder head program is designed to bring the finest product and best value to our customers. Other than a base stage III street/strip/race CNC head with GM factory parts, we only offer premium parts for premium ports as an upgrade. None of the LSX intake ports flow under 300cfm. It is important to note that the valve angle is 15 degree and not an improved valve angle such as the LS7 (12 degree) rectangular port or the ET Performance (11 degree) cathedral port head. Our LS2 flow is based on smaller valves (2.0/1.55) as opposed to the AFR (2.02/1.60) and ET Performance (2.040/1.570) larger valve size. Upgrade spring packages, hollow stem valves or sodium filled exhaust valves are available for an additional cost. Check our GM parts price listing. Due to the excellent cylinder head flow, custom camshafts have been developed for cylinder head power packages. Our ports out flow all of the GM CNC ports as well as the standard AFR 205 mongoose head with flow averages equal to the AFR 225 large with less low RPM torque loss for street applications. Be cautious of industry "Budget" priced cylinder heads or competitors who do not post flow numbers. We believe that you get what you pay for. Please compare the flow data in the technical section. Flow data is designed for a straight across direct comparison. We chose to design the ports around smaller valves and runner sizes creating a higher velocity port which is the key to making power and a broad torque curve with less low speed torque loss on the street. About the CNC machining of factory cylinder heads - We are starting with a developed "port cast" product from the factory. The factory castings have thin walls in certain places so we have developed the ports around the factory limitations quite effectively. Once a model port is finished, the port is digitized for replication. GM Canadian die cast cylinder heads are more accurate and tend to have more material present than GM Mexican sand castings, which are less accurate, and tend to vary significantly from lot to lot. As CNC machining is based on a model port and the factory castings can vary, shadowing can occur in the port. In other words, the simultaneous 5-axis machine cuts the intended port machining path. If no material is present, the machine cuts air and a dark spot is left behind in a low spot where no material existed. This is usually cosmetic only and has little effect on the cylinder head air flow and or performance. Also, this will make the port volume slightly larger than intended. Please note that the stock GM LS2 valve train parts are limited to 6,000 RPM. The stock AFR is limited to 6,600 RPM. AFR springs have a lift limit of .600 and the GM stock springs have a lift limit of .570. We have three different springs offered with .650 lift, or more, depending on application. The heavier of the two springs would be considered only for mechanical cam applications or for supercharged applications with increased boost. A few testimonials are listed in the spring descriptions below. All of our upgrade parts are made in the USA. Over time, we have a commitment to continue to refine and develop our products. Refer to our technical data section for the flow number listings and comparisons. 1. LS7 - These are serious racing heads. These heads are sold as new GM CNC castings which are further CNC modified for increased flow. We can use factory or specified parts. Customers may send their new parts to us or we can quote them our GM price. There are two port development options available at this time. The premium CNC/polished intake port flows 401 CFM (49 CFM or 14% more than the GM CNC port). The exhaust port flows 281 CFM (69 CFM or 27% more than the stock GM CNC port). The stock GM manifold flows a peak of 347 CFM at .650 lift or within 87% of max flow of the modified intake port or within 99% of the stock intake port. We now have a new dual spring for these heads for a maximum of .680 lift with hydraulic roller applications and up to .700 lift for mechanical cam applications. Spring data is listed below for increased camshaft lift and RPM control. These heads are built to order per the customers requests. We also have a Crower racing 1.8 stainless steel roller rocker arm shaft system available for the LS7 and L92. Pricing is in the catalog section. The LS7 heads must be machined in order to use this system. Due to the complexity of the machining process, we only recommend that we perform this operation or you may accidentally ruin your LS7 heads. 2. LS3 and L92 - This new casting is designed for engine sizes of 6.0L or 4 inch bore size and larger. However, we now produce a small bore version of this cylinder head. The catalog section shows the pictures of before and after. This head also utilizes a smaller intake valve to prevent cylinder bore impingement. In stock form, this head could create the characteristic dip in the lower rpm area. The key is the right camshaft and we have designed the correct camshaft to work with this combination. The small bore LS3 may be an inexpensive solution to a high RPM small bore engine. CNC versions of this head can add up to 20cc's to the intake port volume. This can kill port velocity and should be utilized on engine sizes over 370 cubic inches. Most CNC versions offer approximately 10 CFM of average flow at each lift point. HP capability is in the range of 550-725 hp, depending on the combination and utilization of power adders. We have found the L92 ports to not be sensitive to valve shape, valve cosmetics or brand. So, a factory valve does flow as well as a Manley Race Master. As Manley Race Master valves are approximately 23% heavier than a factory hollow stem valve, we do not advise using them. The new Factory Hollow stem valve for the LS3 Corvette is the best choice for weight and price point for a performance L92/LS3 head. When making valve train determinations for the L92, valve weight is far more important than valve shape or common aftermarket valves today. These heads are currently sold as new GM castings which are further CNC modified per the customers needs. LS3/L92 heads can be modified in several ways. Valve sizing can go up or down. A smaller intake or exhaust valve would be more appropriate for engine sizes less than 6.2 Liters. However, standard valve sizes can be utilized for engines of 6.0 liters and up. Finally a LS7 large valve version is available for large bore combinations. The combustion chambers can be CNC machined or left alone, depending on application. We see no need to CNC the combustion chamber. It should be noted that in the stock form we have found the L92 to have more average flow than the LS7 under .600 lift. For performance applications with this big valve head, we feel that a conical or beehive spring is inappropriate and should not be used. These assemblies can be built with premium hydraulic roller cam springs for an increased lift and rpm range. See spring descriptions and data below. A 1.8 or more fully adjustable race stainless steel roller rocker arm shaft assembly is available from Crower. Taller valve covers must be used. With performance packages, we have found that stock LS2 fuel injectors are at maximum duty cycle and will not support the level of performance offered by the L92 head with a custom camshaft. We recommend a minimum of a 39lb injector, depending on application. With performance applications, we have found that the LS2 pushrod's should also be upgraded along with a dual billet timing chain for maximum valve train control. 3. LS2 and LS6 - This head series is a stage III street/strip/race head and is designed for engines up to 6.6L. The intake runner is improved by 57 CFM and the exhaust runner by 42 CFM. We are not aware of any 15 degree valve angle, small valve, smaller runner heads available that is superior to this one. These heads are sold as new GM castings with standard GM valve train parts. These heads are designed for stage III maximum flow regardless of the valve train parts used. The RPM limit on the factory valve train parts is roughly 6,000 rpm with a camshaft maximum lift of .570. Solid stem GM valves are used. If you plan on raising the rev limiter or camshaft lift, you need one of our upgraded spring kits and may consider GM hollow stem, Manley Race Master or Ferrea 6000 series valves with upgraded push rods. These LS2 and LS6 heads offer the following advantages: 1. These castings can be used on any Gen III block. The part numbers are not ground off like competing brands. 2. New GM stock castings with no visual identification problems at a smog station. No huge logos CNC'd onto the heads. 3. 22% more flow than stock. 4. An average flow greater than the AFR 225cc. The ports are very active and produce excellent power for racing or high performance street use. 5. High flow with stock valve sizes for a lighter valve train. 6. Flexibility and choice of valve train parts. Stock conical springs to .570 lift or upgrade dual valve springs to .650 lift are available. A choice of hydraulic or mechanical roller spring pressures are also available. 7. Larger seat and valve size combinations are available. Stock valves or upgrade hollow stem intake and sodium filled exhaust valves are also available in several sizes. 8. We can CNC your customer take offs to replicate the LS2/LS6. 9. We can provide refurbishment of any used product. 10. Full machine shop services are available. 4. 4.8/5.3/5.7 LS1 - This head series is a stage III street/strip/race head for smaller bore engines. The heads are sold as new GM castings or on an exchange basis. These heads are built to order with proprietary upgraded CNC ports, customer specified valve train parts and specified valves. Our standard 4.8/5.3/5.7 heads all flow the same and have the same valve size and runners after machining. The flow is comparable to the AFR 205 head. The main difference is the exhaust port which is round rather than a "D" shape. The round port actually has less flow loss through the exhaust manifold or header when tested but LS2/LS6 enthusiasts insist on the "D" port regardless of the flow. Another advantage is that we use new or exchange factory castings and the part numbers are not ground off like some of our competitors. Late model valve train components 1. Poor fitment produces spring side to side movement or excitement which results in increased spring harmonics. 2. Poor fitment will swedge the retainer out or cause pull through. 3. Poor fitment can actually snap the end of the valve stem off due to the fact that the valve stem area exhibit’s the smallest cross section in make-up. Titanium Valve Program RLD Performance is now selling our own 2.200 Titanium replacement valve for the LS7 and L92 cylinder heads. It is equivalent in shape and length to the stock factory valve. These valves may also be utilized in aftermarket heads but you should check with the manufacturer for application. This exceptional racing valve is coated to resist wear and weighs only 72 grams. By comparison, the much smaller Manley 2.160 L92 valve weighs 114 grams. The quickest way to valve float, decreased power and ultimate valve train failure is to install larger valves with increased weight for racing applications. Contact our distributors listed on our contact us page to purchase these parts. We will be coming out with select smaller sizes in the future for racing applications. Valve Springs The dual spring line was designed with the finest super clean chrome silicone wire available today and further processed with shot-peening, electro-polishing and stress relieve to ensure the best possible endurance as well as performance for street or racing applications. As you know, camshaft profiles can vary from mild to very aggressive with the same lift. It is the customers responsibility to check and make sure that these spring pressures are correct for his cam and application. These springs fit in the stock spring pocket with an installed height of 1.800 inches. Prototype parts were Spintron tested to verify durability and reliability. The spring manufacturer strives to bring the best materials and quality control possible to this type of product. After installation, break-in, temperature cycling and run time will cause spring pressures to vary. Spring pressures can vary by 2-3% out of the box. Springs can vary significantly more by the end of their duty cycle. The springs listed below are for hydraulic roller camshaft applications. The LS1DS was designed for high performance street applications not intended for a mechanical cam, nitrous or supercharged application. However, this spring kit has been successfully used for supercharged applications. It is up to all customers to verify with their camshaft manufacturer the required spring pressures necessary for properly control the valve train on the seat as well as over the camshaft nose based on application. This data can be compared to our data for application purposes. We are very proud to note that feedback on our LS1 upgrade spring kit under severe duty applications has been excellent. The spring kit performed well at El Mirage on Mercedes powered Car #503 with great valve train success. The spring kit has also been used successfully in off-road truck racing engines making approximately 680 hp by HP Engine and Dyno in El Cajon, CA. This springs kit has also been used to solve "beehive" or conical spring valve float issues in boosted sand car applications by Danzio Performance Engineering in Lake Elsinore, CA. Valve Spring data P/N Material Dimension # Seat # Open Rate/in Coil Bind Max lift WT. LS1DS SCCS* 1.297 O.D. 130 380** 375 1.100 .650 90.6g .955 I.D. @1.800 @1.150 LS1DS-2 SCCS* 1.265 O.D. 148 450 463 1.100 .650 .892 I.D. @1.800 @1.150 LS1DS-3 SCCS* 1.265 O.D. 145 450 460 1.100 .680 - .700 NEW LS7 .892 I.D. @1.830 @1.150 Hyd - Solid
Note - When using these upgrade springs, especially when upgrading to a camshaft with a much higher lift or increased rocker arm ratio, it is important to change the stock cast bodied roller lifters to a billet hydraulic roller lifter design to ensure against valve train failure. An upgraded push rod would also be advisable for proper performance. Consideration should be made for a rocker arm shaft system for the ultimate performance. Titanium Retainers It has been shown that LSX engines are sensitive to valve train weight. Reduction of mass is critical to the stability of the engines valve train as lift increases. Titanium retainers reduce the overall mass of the valve train to ensure reliability. However, long term durability is not as long as a good steel alloy retainer. Ti-6,5AL-3Mo-1,5Zr-.25SI is utilized to fabricate our parts. Mechanical properties are a higher tensile strength, higher yield strength and increased hardness over Ti-6AL-4V. In addition, durability is significantly increased with a coating applied to the spring mating surface. The weight of our dual spring titanium retainer is only 11.7 grams. With the stock factory light weight steel locks, our coated retainer package is the lightest, strongest and most wear resistant package on the market today. Competing cheaper parts, some very large name companies, are not heat treated parts and are not coated. You get what you pay for. Valve Locks Lock tangs are not strong enough to withstand high performance spring loads. The lock tang should only temporarily locate the lock to the valve stem. The taper of the lock must properly mate to the taper of the retainer to form a collet effect that binds the pieces together. The more spring force that is exerted during a camshaft lobe lift cycle, the more force should be applied to keep the retainer and lock in place around the valve stem. There should always be a small gap between the two lock halves when they are installed on the valve stem. If the lock halves butt, the locks are too big for the valve stem. Poor fitting aftermarket locks and retainers can lead to a catastrophic valve train failure. Factory LSX 7 degree locks are adequate for long life street applications under 8,000 rpm. RLD Titanium retainers are matched specifically to the factory locks and valve stem. Valve Spring locators Spring locators are also spring specific. Locators are required on all aluminum heads. Locators are machined from alloy steel and positively prevent the valve spring from walking on the cylinder head locating point at all RPM levels. This prevents valve spring fatigue and ultimate failure. Locators are CNC machined as opposed to a stamped part and are finished in black oxide for durability. Oil Seals Valve stem seals are constructed from a high quality fluoroelastomere more commonly known as “Viton”, a TM of Dupont. These seals offer the proper outside diameter for inner spring clearance. The seal body features a rigid chimney and metal clad. Seal construction offers one of the best seals available for proper oil control and service life. Power Packages and Camshaft Discussion None of the following camshafts are smog legal and cannot be used on smog equipped vehicles. See emissions warning. Street Camshafts All of the following street and racing camshafts may appear to be small. These are proprietary lobes designed by RLD Performance not by others. These camshafts were specifically designed for LSX engines to use with our cylinder head port designs. These camshafts were designed with short seat timing and high lift. The lobes were all designed with the most aggressive hydraulic roller lobes available today. All of these camshafts have a maximum area "under the curve" for maximum performance. The characteristics of these camshafts are quick throttle response, a broader torque curve and the ability to hold peak horsepower longer before dropping off. All of these camshafts were designed to be power adder friendly. Engine builders call these cams "FAT BSTD" cams for a good reason. This camshaft line will maximize your combination and are best utilized as cubic inch specific depending on if you want to emphasize horse power or torque. Please pay particular attention to the lobe size and multiply it your rocker ratio to establish your lift. Do not order a camshaft past your maximum spring lift. RLD Performance has a proven line of their own racing springs that were designed to work with these profiles. Emissions warning - The following camshafts are for off road use only and are not 50 state legal to use on emission controlled vehicles.
Duration @ .006 269/279, .372/.382 lobe lift, w 1.7 .633/.649, LSA 115 2,000 - 7,000 rpm Comments - largest recommended camshaft for a 5.7L on the street. Emphasizes HP rather than T. Works best in 383 and larger cubic inch applications. Huge midrange increase in 400+ cubic inches. Outstanding turbo/supercharger cam for 5.7L plus cubic inches. Requires .650 lift spring upgrade but has no overlap at .050 lift. Stall converter may be required in smaller cubic inch engines. RLD-4 Duration @ .006 264/274, .353/.365 lobe lift, w 1.7 .600/.621, LSA 114 1,800 - 7,000 rpm Comments - Smaller than RLD-3 by one cam size. Outstanding 5.7L plus street camshaft. Camshaft will still emphasize HP rather than T. Works best in a 6.0L or larger application. An outstanding turbo/supercharger camshaft for 5.7 plus cubic inches. Requires .650 lift spring upgrade and has no overlap at .050 lift. No stall converted required. 415rwhp/378rwt normally aspirated in a 5.7L automatic GTO, 502rwhp/463rwt with turbo in a 5.7L automatic GTO. 431rwhp/387rwt in an automatic 6.0L sand car. Dyno sheets listed.
Duration @.006 263/273, .327/.333 lobe lift, w 1.7 .556/566, LSA 114 Idle - 7,000 rpm Comments - Outstanding 5.7-6.0L camshaft with the stock factory LS2 spring. Balanced performance between HP/T. Designed as a Max area and lift camshaft for the LS2 stock head with stock .570 lift conical spring. An outstanding turbo/supercharger camshaft for 5.7 plus cubic inches. No overlap at .050 lift. No stall converter required. RLD-6 Duration @.006 260/270, .350/.350 lobe lift, w 1.7 .595/.595, LSA 114 idle - 7,000 rpm Comments - Outstanding 5.7-6.0L camshaft with a spring upgrade. Balanced performance between HP/T. Best average HP/T in a 6.0L. Designed as a Max area and lift camshaft for the LS2 with .600 spring lift maximum. Outstanding turbo/supercharger camshaft for 5.7 plus cubic inches. No overlap at .050 lift. No stall converter required. 423 RWHP/403RWT with CNC L92 heads, cold air induction kit and 4 into 1 headers in a 6L normally aspirated Corvette. Dyno sheet listed.
Racing Camshafts
Duration @ .006 274/284, .358/.362 lobe lift, w 1.7 .609/.615, LSA 114 2,000 - 7,000 rpm Comments - Next size up from the RLD-3 but designed as a racing camshaft. Designed for Max Torque for 402 + cubic inches. Outstanding 427 cubic inch Z06 racing camshaft where a substantial increase in torque is desired. Designed to use with 1.8 rocker arm ratio. Requires .650 lift spring upgrade. Overlap @.050 lift. Dyno sheet listed in a Class 1 racing sand car. RLD-11 Duration @.006 281/291, .378/.353 lobe lift, w 1.7 .643/.600, LSA 113 2,500 - 8,000 rpm Comments - Next size up from RLD-2. Maximum or off the hook HP for 402 or larger CI. Designed for a 1.7 rocker ratio. Max lift for any LSX dual spring pack, depending on rocker ratio. Requires upgraded dual springs. Cannot be used with a 1.8 rocker without a .700 lift dual spring. Overlap @.050 lift. 434 cu/in LSX 624 hp @ 6,100 RPM with 594 ft/lb T @ 5,100 RPM in a Z06 SCCA road race car. Dyno sheet available. RLD-15 Duration @.006 270/280, .389/.396 Lobe lift, w 1.7 .661/.673, LSA 113 2,500 - 8,000 rpm Comments - Mechanical Roller and off the hook racing camshaft for 430 cu/in or larger. Designed for aftermarket heads with a larger diameter spring seat than standard LSX. Requires .700 - .750 lift spring or larger depending on rocker ratio. Overlap @.050. lift. 454 Dyno sheet available. Power Package Discussion Some may or not agree with these brief opinions and basic suggestions but they are offered in good faith based on our experience. Although offering cylinder heads with outstanding flow, we can offer some simple suggestions to Gen III street enthusiasts when smog testing is required. Smog requirements vary from state to state. Cylinder head flow will usually not affect smog testing but incorrect engine management and incorrect part selections are certain to cause a test failure. Incorrect induction choices, fuel management, camshaft choice, exhaust system choices and poor tuning can all cause a test failure. Hydraulic roller camshaft lobe designs vary considerably. Current or modern lobe designs have the best chance to pass smog. Camshaft duration and overlap have far more effect on engine manners than lift. Current lobe designs with advertised durations over 270 degrees and durations @.050 over 218, with a small amount of overlap, and LSA's under 115 may not pass smog. Depending on the cubic inch displacement as well as combination, testing with 350-400 cubic inch small block V-8's has shown that durations over 218 @.050 is where the HP/T curve starts to shift upward to create more top end HP thus sacrificing low end torque. Increased camshaft durations also create the need for specific stall converters, steeper gearing, etc. and sacrifices engine idle quality as well as street drive ability. The new 500 HP LS7 has 211 degrees of duration @ .050 on the intake lobe. We also do not recommend ruining your chances of passing a smog test nor your street drive ability with a bad camshaft choice. The best possible way to make huge gains in HP/T on the street and stay legal is with increased cubic inches, high flowing cylinder heads, a smaller duration/high lift camshaft with no overlap at .050, improved valve train parts, improved induction, improved exhaust and a power adder such as a forced induction or nitrous dialed in with your combination for proper engine management. Please refer to the dyno testing section of the web site for package testing. If you choose to use nitrous oxide in any fashion or boost in excess of 7 PSI, you should consider purpose building the entire engine. A main stud girdle, if using the stock lower end is a must. Increased block strength may include but not be limited to a C5R or aftermarket block as the stock block is only rated at 450-500hp, a forged rotating assembly, AFR heads (thicker deck), upgrade hollow stem/sodium filled valves and special sealing to ensure against a failure of your investment. If using forced induction, consideration should also be made as to the use of an aluminum rather than a composite intake manifold as well as a lower compression ratio with increased boost to maximize your combination. RLD Performance Total Power Packages Our normally aspirated Total Power Packages are designed to be purchased complete or built upon over time. The heart of our package is the cylinder head and custom camshaft specifically designed to our cylinder head flow for maximum power. Except for the lower lift camshaft for the stock LS2 springs in level 1, all of our camshafts have over .600 lift with a 1.7 rocker ratio. All of them are on 114-116 LSA's. Durations vary, depending on the cubic inch package and do not exceed 220 degrees of duration @.050 lift. These camshafts can be utilized with power adders. Our camshafts are proven proprietary designs and we do not post all of the specifications. Camshaft manufacturers want to sell camshafts and could care less about developing the best camshaft for the combination of parts or application. They are in the business of selling you what you want, hoping it does not work, so you come back for another one to try until you get it right. Rather than getting caught up into the camshaft specification minutia and making a wrong choice, please refer to the dyno data for a better choice. However, if you think you are a camshaft designer, based on forum postings or magazine articles, chances are you will be making a mistake and wasting your money. The suggestions below can only be considered opinions based upon hundreds of hours of development and testing. Combinations are designed around street applications. These camshafts, for their application, have the largest lobe area available on the market today for a hydraulic roller design. Due to the lobe area, these cams have been called a "little big cam", a "cheater cam" and recently a "fat bstd" cam by engine builders. Please review the dyno data listed on the web site. With a 5.7L, our goal was to develop packages with no less than 400rwhp and still be power adder as well as street friendly with good drive ability. We try to give you the best combination of parts available but if you do not have the proper tuning, expected performance will not be reached. The remarkable difference in tuning can be seen on the dyno sheet showing a Z06 Corvette with a factory tune vs. a Danzio Performance Engineering tune. We cannot be responsible for poor performance results due to incorrect or a bad tuning. Dyno data was developed for comparison purposes only. LS1 Upgrade package with LS2 upper end - 293 cu/in (4.8L) - 383 (6.3L) 1. RLD Performance LS2 CNC Cylinder Heads A. Level 1 with stock LS2 valves and .570 lift springs B. Level 2 with 2.055 hollow stem intake valves and RLD upgrade .650 lift spring kit 2. Cylinder head bolts or stud kit 3. Cylinder head gaskets A. Factory head gasket or Cometic to properly set quench. 4. RLD Performance custom camshaft - Proprietary A. Level 1 for stock LS2 springs B. Level 2 high lift camshaft 5. Upgrade Pushrods - 4130, .083 wall 6. Upgrade billet timing chain 7. Upgrade LS2 intake 8. Upgrade 90 mm TB 9. 39 lb/hr injectors 10. Upgrade 85 mm MAF 11. Upgrade headers, 2 1/2" exhaust, X-pipe, Random Technology cats, high flow mufflers 12. Cold air induction kit 13. 25% under drive pulley and belt 14. Related gaskets 15. Synthetic additives 16. Custom chip by Danzio Performance Engineering LS1 Level 2 options 1. Upgrade high RPM lifters 2. 1.8 roller rockers 3. Evans racing water pump with additives 4. Stroker Kit 5. Forced induction options LS2 Upgrade with L92 upper end - 364cu/in (6.0L)- 400 cu/in (6.5L) 1. Stock L92 Heads with hollow stem intake valves, stock exhaust valves and RLD upgrade .650 lift spring kit. 2. Cylinder head bolts or stud kit 3. Cylinder head gaskets A. Factory head gasket or Cometic to properly set quench. 4. L92 intake manifold and fuel rail 5. 39 lb/hr fuel injectors 6. L92 Intake rocker arms and L92 rocker arm rails 7. Upgrade Pushrods - 4130, .083 wall 8. RLD Performance custom camshaft - Proprietary 9. Upgrade billet timing chain 10. Upgrade headers, 2 1/2" exhaust pipe, X pipe, Random Technology high flow cats, high flow mufflers. 11. Cold air induction 12. 25% under drive pulley and belt 13. Related gaskets 14. Synthetic additives 15. Custom chip by Danzio Performance Engineering LS2 Upgrade options 1. CNC L92 heads 2. RLD high RPM lifter 3. Evans racing water pump with additives LSX stroker combination - 400 + cubic inches 1. Callies crank and rods with Wiseco 2618 forged pistons and rings 2. CNC L92 heads, hollow stem intake valves, stock or extreme duty exhaust valves, RLD upgrade spring kit. 3. Everything listed in LS2 with L92 upper end 4. LS2 upgrade options 5. Forced induction options Valve train issues and considerations When setting up valve train, it is important to consider the chosen combination of part. Preface that most aftermarket companies design their products around OEM replacement. If you change one or more of these valve train parameters, you may have a problem as well as catastrophic failure.
Here it is, top to bottom. Inclusive but limited to the following 16 points of consideration before starting your engine.
1. Valve material - titanium vs. stainless steel etc 2. Valve length 3. Valve tip length 4. Lash cap or no lash cap? 5. Lock and retainer relationship to the valve tip 5. Spring installed height vs stock 7. Rocker ratio change from stock 8. Rocker design, stud mount vs. shaft system 9. Pushrod diameter vs stock 10. Pushrod tip design vs stock 11. Pushrod length vs stock 12. Lifter design - hydraulic vs. roller vs. solid etc. 13. Lifter body length vs stock body length. 14. Lifter diameter vs stock 15. Lifter plunger mating to pushrod end 16. Camshaft base circle diameter - stock? Pushrod and Pushrod Length Valve train geometry is critical for any engine combination to perform properly. Pushrod length can change with your combination of build. Things that affect pushrod length can include but are not limited to milling the block or cylinder head decks, head gasket thickness, choice of lifter, rocker arm system, rocker arm ratio, valve length, valve spring installed height and by a change in the camshaft base circle diameter. Upgrade aftermarket pushrod's are normally characterized by a one piece design, 4130 or better alloy steel material, an .080 minimum wall thickness and a 5/16" minimum diameter. Tip style is chosen by system design. Pushrod's and length should be ordered after the correct valve train geometry is determined. We believe in a single piece design rather than multi-piece design when it comes to performance pushrods. Late model Crankshafts and reluctors Lately, there seems to be confusion regarding which reluctor pick-up is related to which engine. I can offer what I am aware of at this time. Keep in mind that GM can be inconsistent. I has been my understanding that GTO's and the CTS-V share the Corvette engine. That being said, here is the break down. The 24X reluctor is used on the LS1 1997-2004 Corvette and 1998-2002 F-cars. All 2005 to present LS2, LS3 and LS7 engines use 58X reluctors. AFR Cylinder Heads We are very proud to sell this product. The demand is high. It is very important to note that AFR does not stock any cylinder head and that their cylinder heads are made to order via their distributors like RLD Performance. Contrary to popular belief, most small block Chevrolet heads may take between 12 and 16 weeks to receive. The LS1 heads, Ford small Block and big block Chevrolet heads may take between 8 and 12 weeks to receive. If an order is cancelled, a 20% restocking fee applies. This could be from 500-800 dollars, depending on the purchase. Therefore, we require a 50% deposit on our AFR orders, due to cancellation charges imposed on us, if you choose to cancel the order, based on their, not our, delivery performance. It should also be noted that the valve springs that come on your AFR heads may not suit your application needs. If you operate your engine above 6000 rpm AFR as well as RLD Performance recommends upgrading your valve springs to meet your rpm demands and camshaft profile. AFR cylinder head installation instructions and cautions are listed in the instructions section of the web site. Most of your questions will be answered here. It would be advisable to review the installations instructions for your head choice before ordering.
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