Re: Where to buy cam, lifters, springs?
Duke-----
As far as OEM versus "hot rod" parts go, it all depends on the particular part involved. Sometimes, OEM-equivalent parts are the way to go. Sometimes, OEM-equivalent parts are not the way to go. Sometimes, "hot rod" parts are not the way to go. Sometimes, "hot rod" parts add extra cost which gains one nothing for a street engine, but cause no other detriment. Sometimes, "hot rod" parts are, basically, designed for racing purposes and can be detrimental for street vehicles. It all depends on the particular part.
For example, the OEM timing sets for most 66-91 small blocks are a Morse-style chain, aluminum/nylon cam sprocket, and sintered iron crank sprocket. These work well but a MAJOR design consideration for all the pieces is noise reduction. New car BUYERS might make a purchase decision based on engine noise. There's a durability rade-off, though. That's why for most truck applications GM used a roller-type chain, cast iron cam sprocket, and steel crank sprocket.
GM's first use of a roller-type timing set for a passenger car small block or big block application was the 1996 Corvette LT4. This was a full roller chain with steel camshaft and crankshaft sprockets. It was very expensive compared to LT1 or Gen I small block set-ups. I'm quite sure that GM didn't use it because the LT1 style set-up would have worked just as well. Remember, both LT1 and LT4 are STREET engines.
For Gen 6 big blocks, a single roller style timing set is used for all. However, camshaft and crank sprockets are sintered iron (for noise control). Cloyes, which manufactures the OEM sets for GM, makes a "HD" (i.e. "hot rod") set which uses the same chain but a hardened ductile iron cam sprocket with a hardened steel crank sprocket. It's a litle noisier, but more durable. Is it NECESSARY? Of course not, but I prefer it.
All Gen III small blocks (i.e. LS-series) use a roller type chain.
Duke-----
As far as OEM versus "hot rod" parts go, it all depends on the particular part involved. Sometimes, OEM-equivalent parts are the way to go. Sometimes, OEM-equivalent parts are not the way to go. Sometimes, "hot rod" parts are not the way to go. Sometimes, "hot rod" parts add extra cost which gains one nothing for a street engine, but cause no other detriment. Sometimes, "hot rod" parts are, basically, designed for racing purposes and can be detrimental for street vehicles. It all depends on the particular part.
For example, the OEM timing sets for most 66-91 small blocks are a Morse-style chain, aluminum/nylon cam sprocket, and sintered iron crank sprocket. These work well but a MAJOR design consideration for all the pieces is noise reduction. New car BUYERS might make a purchase decision based on engine noise. There's a durability rade-off, though. That's why for most truck applications GM used a roller-type chain, cast iron cam sprocket, and steel crank sprocket.
GM's first use of a roller-type timing set for a passenger car small block or big block application was the 1996 Corvette LT4. This was a full roller chain with steel camshaft and crankshaft sprockets. It was very expensive compared to LT1 or Gen I small block set-ups. I'm quite sure that GM didn't use it because the LT1 style set-up would have worked just as well. Remember, both LT1 and LT4 are STREET engines.
For Gen 6 big blocks, a single roller style timing set is used for all. However, camshaft and crank sprockets are sintered iron (for noise control). Cloyes, which manufactures the OEM sets for GM, makes a "HD" (i.e. "hot rod") set which uses the same chain but a hardened ductile iron cam sprocket with a hardened steel crank sprocket. It's a litle noisier, but more durable. Is it NECESSARY? Of course not, but I prefer it.
All Gen III small blocks (i.e. LS-series) use a roller type chain.
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