Chevy LS / Small Block Mopar Hybrid - Is It Viable? The Pros And Cons Of This Unlikely Combo.
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- เผยแพร่เมื่อ 15 ต.ค. 2024
- It seems like the latest thing is the adaption of pedestal mount Chevy LS rocker arms to the normally shaft rocker LA Chrysler.
On the surface there looks to be a rocker ratio advantage to the swap, but if you dig a little deeper there are many issues that make this conversion questionable at best.
Here's a rundown of each component and factors involved and how they relate and integrate into the overall package.
Is it worthwhile? You decide.
#engine #classiccar #mopar #musclecar
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Derrick from Vice Grip just did 1 of these hybrid 318 in a Duster he's working on now for a give away. Put in a mild cam & sounds nice.
Came here to say this
@@timbanks2861 ya a relevant engine build that subject was about. I see no problem, & why you're chuffed about it have no clue.
@@jerrysingleton4956 I was agreeing with you
Vice Grip Garage is building some LS/Mopar Small Block combo in a Duster I think
Seems like a solution in search of a problem.
Hey Uncle tony, great video! I'd never heard of this for a LA engine but over in AMC land we figured out that the LS rockers are a DIRECT REPLACEMENT for the AMC bridged/ pedestal mount rockers used on post '72 V8s and 6s. The valve spacing is the same between the 2 engines, the mounting hardware is near identical 5/16 bolts, the geometry is almost perfect and if you use taller chevy valves it is PERFECT, the LS rockers are lighter and 1.7 ratio. The way you do the swap is to cut the single cast LS pedestal mount into four pieces, one for each cylinder. The AMC forum has a few great threads about the swap. Since the Magnum rockers are very similar, some say identical, could it be that people are swapping out the Magnum bridged rockers for the LS units? That would make way more sense.
There where people swapping SBC valves into 343s in the late 60s. Main reason is the valves were lighter. Not much but weight in a reciprocating mass counts.
I don't believe that does work on the I6 actually. The spacing is the same, but the valve angle and such is different. I have an AMC I6 mocked up with BBC roller rockers and guide plates for an LS, that's all looking good.
in other words all LS powered cars have a little Gremlin/Hornet DNA inside of them. I knew it !
The magnum literally uses the amc system
Check with Derek at Vicegrip Garage. He's dropped one in a Duster.
The engine I saw this combination assembled on used aftermarket heads that were able to flow more air than the stock Mopar heads. They also had more room to machine clearance for the push rods.
The rockers also used inferior pedestal mounts in place of the superior shaft mounts. Meh.
Paragon built a 318 with LS heads, you should go to VVG he’s putting in in a Duster now. Paragon did a three video series on building it. Really pretty interesting,used junk Viper parts, seems to move a lot of air,go check it out!
Thanks for the mention! I would like to say it's worth a watch!
VGG Vice Grip Garage. Terrific channel! Just helping people find it.
The heads are not LS heads they are speed master aluminum LA mopar heads that where purchased blank, Paragon machined off the shaft mounts flat and made a particularly sexy adapter plate to suit the LS trunions complete with little oil pockets to keep the needle bearings lubed.The heads were also machined to fit SBC valves 2.02/1.62..I believe the heads were also cnc ported to give over 300cfm at 600 lift...not a bad bit of suck right there.
😂😂 why do you think Tony made this video?! In response to the hundreds of comments he gets about "have you seen vgg do this?" 😂😂😂
Well said. Paragon did great videos
paragon engines already put Ls heads on a 318 i dont even want to think of what that thing is gonna build for power if they put turbos on it
Yes! Paragon is a engine building genius. Videos are good and that motor is bad
If you're talking about the LS318, it's not actually LS heads.
Uncle Tony, check out Vice Grip Garage he is currently building a 318 with LS heads and valvetrain. He is in your neck of the woods in Tennessee. Check out Derek I think you to would get along.
Came here to say this and to check out Paragon engines
Various engine manufacturers have been cross-pollinating ideas and components for decades. I've been a Ford enthusiast ever since I knew what a car was. I'm 70 now. The LS series Chevrolet and Ford Windsor Small-block similarities are often the topic of debate. Same for the Big Mopar and F.E. Ford, etc. Tony, you have stated, "Ford has done some crazy things over the years." I agree. They certainly are not known for having long-term attention spans in the engineering department. Great ideas have come out of Ford but the follow-through, refinement (development) of certain ideas and platforms are either cut short or diminished. However, Ford V-8 engines of the 1960s and later feature equi-spaced (symmetric) intake and exhaust runners and other features that other manufacturers have since copied. And Ford has done its share of copying also. Your video here deals with valvetrain, rocker arms and stability. I've had experience building V-8 engines from Windsor and Cleveland Fords, Small-block Chevrolets, Small and Big-block Mopars (including 426 Hemis) and Big-block Fords including Boss 429s. The Boss engines feature individual shaft rocker arms, the shaft and rocker being retained by two bolts and the assembly mounted on a pedestal. Virtually no instability or deflection here. Ford began using this system in late 1968. It has been adapted as the system of choice for many domestic race engines and as an upgrade for street engines of various manufacturers. Thank you, Tony. Always informative and entertaining content.
The one Ford engine th as t should have been introduced in the States was the Barra from Ford Australia.
I iove the factory shaft type rocker arms. I like to keep everything simple, less problems and less money !
Some GM parts may make sense, but not the rockers. I put Chevy 2.02 valves in my 360 build many moons ago, because it was an economical way to increase flow over the Mopar valves available at the time when you were using stock cast iron heads. Combined with my amateur porting, worth probably an additional 30 HP on my old-school 9.5:1 built on a 1974 cop engine. I just used a set of roller tip 1.6 shaft-mount rocker arms and a Purple Shaft. Couldn't afford to have it dynoed, but based on my 1/4 times, I was getting +/- 320 HP at the tires, which wasn't bad in 1988. Wish I still had it...😕
Oh just get you and vice grip on here and argue about it, hahaha! I watched his videos about it and still not really sure, you gave a little more info but I'm still scratching my head. I'm a heavy equipment mechanic and just find this really interesting, long way of saying I'm a dumbass hahaha!
Paragon engines put out three really in depth videos about building the motor. Really smart guy
I'm not an engine builder. But I always thought the shaft mounted rockers were the best part of the small block Mopar. I don't see why anyone would want to get rid of it. But like I said, I'm not an engine builder
I agree totally, but I think it's for those who want to get the max performance they can possibly squeeze out of a small block Mopar. And the thing is, there are much easier ways to do that such as aftermarket heads and valvetrain.
The guy over at Paragon Engines is an engine builder. You should check out his videos
I thing people are not seeing the big picture, by adapting small block Chevy, and LS, valve train components on an old Mopar, is that it opens up an entirely different, and HUGE, list of aftermarket options which is especially advantageous for the budget builders. The GM engine aftermarket is near endless in options and price point, and a modification like this this would allow them, to run parts that are either the same quality, but cost less, OR, for equal money you can afford to get higher quality components, either way I don't see a down side to this type of mod.
Also let's not forget the parts availability, the GM stuff is available seeming everywhere and usually on the shelf ready to go, but with Chrysler it's a significant gamble whether even a factory replacement quality part is on the shelf, let alone speed parts.
To me those 2 things are a plenty enough reason to give this a shot IMHO.
I don’t know where this idea came from, but VGG is doing this on a giveaway Duster right now, that’s probably why all the news about it lately. Pshhh
He should have just tagged both VGG and Paragon 😂
Wow, I never really knew what was involved but heard a few people talking about it. Way to explain it Tony, now I understand it better. Vice grip garage guy was installing a hybrid in his Duster to give away. He didn’t explain the conversion real well and I was left intrigued but confused. Interesting hot rodding, not sure I would do that but it would be nice to see someone do some before and after dyno pulls to see the amount of power gain from just doing that. I wonder how much that mod would cost. There used to be a dollar per horsepower ratio that guys would use to justify any power adder or modification. More lift plus a power adder like a cheap turbo could make a screamer that hopefully would win races but not grenade on the first run down the track.
Paragon engines put out three videos explaining. Check it out
The other disadvantage is flex in the plate that the rockers are mounted to. Looking at the LS rocker if it was me I'd knock out the shaft out the rocker is riding on machine rocker rail that fits this size and use them that way.
That's why I love this channel for the fact I'm always learning something new !
This is James E. Halleran, the rockers remind me of Dulcich's chompers except they don't glow in a blinding luminescent pearly white.
Thank you, thank you.@@jbphilly1234
I once installed a chevy alternator on a ford.
That's a sin. Put it on a Toyota... or a MGB.
@@techtips1064 Later on, we installed a Ford engine in a Chevy. Those were simple times.
I put a 318 in my Ford and the Ford duraspark worked good with the stock 318 distributer.
@@MrGlenferd Yep! I replaced the duraspark module on my ford with an hei module.
The stock LS rocker is good for 8k rpm and 1200+ hp. People aren't upgrading to a shaft rocker until they get into 9k+ rpm range. I've been running unaltered stock LS rockers at 1100 hp and 8k rpm for awhile.
@3:00 Yep, the main difference between the “econo” W2 and the “race” W2 heads
My 426 wedge still has the shaft mounted rockers. Even with near .775 lift at the valve and a solid roller cam. I went with aftermarket forged adjustable rockers because of the solid cam.i only had issues with shaft bolts loosening up once. I them went with ARP bolts and blue locktite and have not had this issue since.( And I'm in there adjusting the valve lash and checking shaft bolt torque in a regular basis.) The shaft mount is the way to go if you ask me.
This was a great video. It's stuff like this is why I read your articles when you were in magazines and why I watch your show here. Maybe you can do a Part 2 or a Follow Up on this one and give details on using the LS rockers on a Magnum engine. I know those are pedistal mount and are oiled through the push rod but that is as far as my knowledge goes. Thanks Tony, DC.
I’m a Ford guy from waaaay back, turning 60 in two days and a worshipper at the screwed up exhaust ports of the 351C and the 385 series BBF. Doesn’t matter. Still love hearing your breakdowns of the drivetrains from the last company to build hi-po engines as Steely Dan was Reelin In The Years and the malaise era began. Cars I grew up owning and driving.
Im still rocking with 460s. Great engines. I even have a car with the 351, but my mind always goes to the BB.
Totally agree. Always been a SBF guy, recently started toying with FEs (and shaft mounted rockers). But I always find UT's insight to be valuable and applicable to what we work on "on this side", lol
At a glance it seems the Mopar factory set up would be more ridgid... which would be an important factor for me personally
Is it really so? If you increase the rocker ratio, the pushrod cup moves closer to the valve. The LS rockers are physucally veru small to begin with, haven't measured the distance form the pivot poin to the valve tip but will today. So, based on that belief, I believe that the pivot point attaching bolt will be closer to the valve than a regular LA (or magnum). This makes the geometry better, not worse, it will straighten the pushrod, not increase the angle. However, it also may make the situation with the pushrod hole/pinch/port worse. This actually might suit better for magnum heads that have a pedestal for each rocker, instead of having only five small bolts holding the rocker shaft. Unfortunately the LS heads are symmetrical unlike the traditional wedge heads; otherwise you could use LS3 offset rockers, but because of this you only have them for one side.
Tony
I glad you tried to address this issue - why people would want to do this is beyond me -
So over here in the land of Chevy-LS Engines we always change over to the shaft system, but even if you keep the OEM rockers (a cost issue with many customers) it is best to replace the 5/16 bolts with studs and even that gets weird when you have to put better springs with the new cam you want. There is no benefit to the pedestal mount system even in the FOMOCO stuff we had switch them over to the early stud mount by drilling out the stud bosses to use 3/8 or 7/16 screw in studs just for reliability's sake, plus the non-adjustable system is a pain in the ass. MOPAR has always used the shaft system, so why would you want to change that, the best thing is to mill off the cast in shaft mount and use the Harland Sharp or other similar system so you can shim the shafts up or down to match the valve tip height and gain the adjustable rocker for valve-train stability - and at the same time change the rocker arm ratio to your liking, we have used 1.7 and made it work doing it this way - it does require some work in the milling machine but you already have the heads in the machine to cut off the cast shaft mounts so???
So --- Isn't the LA block the same as the DeSoto which had both Hemi Heads and the Poly Head's on them ---- and there is a guy making Hemi Heads For the LA engine in North Carolina and will use the 392 Hemi shaft system --- DeSoto stuff is getting really scarce - ☹☹☹☹
Uncle Tony thanks again for once again shedding light on this new phenomenon of adapting LS tech to old school head and valve train engineering . I have found in the past as I am now retired and 76 . That all is fine and dandy when the verbiage is speed! But the ever living buck will usually dictate whether it can take place or not 🤑💵💰. The way this was presented on Derek’s Duster episode, was that any one can do this on the cheap! Nope! I love watching you guys because your knowledgeable back yard mechanics and you make me laugh in the process! Most of us out here have family budgets that unfortunately restrain our abilities to go or even have what we would like, which forces us to do the work ourselves! To me that’s the fun of it , I can handle doing a porting job and changing out parts without exotic machine work. Requiring a multi thousand dollar CNC machine! I can’t do that and I can’t afford to have it done! Hell I can’t afford the so called cheap aluminum heads they used! I’d actually rather make a set of the available cast Iron heads work on my 318 anyway , more gratification! Like the one You and David Vizard are cooking up!
I always used the 273 adjustabe rockers
They still don't provide more lift.
I tried this on my 318 as after a cam swap the valvetrain was rattly!
I bought a full set of 273 rockers and shafts,it all went together nicely and I had the lash set correctly (I think?)
But no matter what I did or what help I had with these I simply could not stop the rattle! It was worse than before!
After much messing around I discovered lash caps!
So I ordered 80thou lash caps,put all the standard 318 rockers and shafts back on and voila,no more valve train noise!
Why the 273 stuff didn’t work I guess I’ll never know? Even after getting expert help it was still quite rattly but smooth and quiet now thanks to lash caps.
Derek from vice grip garage did this on his engine set up in his duster build, he used aluminum head and ls rocker and Chevy pushrods which apparently allow a lot more oil to get to the valve train.
Haven't watched VGG in a couple of months. He ignores interesting vehicles like model t and the 100 year old fire truck and focusses on boring GM vehicles that have been done and done and done. I've read hundreds of magazine articles and seen dozens of TV builds on GM 70s and 80s vehicles since the 1990s.
@@workingcountry1776he doesn’t care what you think and neither do we. We don’t own Model T’s or fire engines that shit is boring as is your views!
@@workingcountry1776so god he tailors his content to you particular viewing pleasure… what’s your channel where all this golden content is at?
They were viper push rods
@@Whyyousomadbruh you are a chromosome short sir
So TRUE on the r.p.m. and oil control Tony....you have been around bud.
I would think that what you want from the LS is the beehive spring! I has so many advantages over the old straight style.
I used a '90 LA roller block as the basis for my 410" stroker specifically to gain a factory roller cam setup and keep the superior LA shaft rockers. Oiling vagaries aside, the roller lifter setup itself on these is identical to the Magnum, the lifters are the same part number. I used aftermarket LA aluminum heads and was able to clearance the pushrod tunnels without increasing their width. Clearancing does not necessarily affect thickness in the port wall. I used heavy duty 5/16" ball/cup pushrods along with aftermarket shafts and rockers. The best of both worlds.
As for the LS rocker setup, I simply do not see it as being a feasible option for the vast majority of engines.
Good talk. Since seeing VGG do this, it made me wonder how practical it is. I still do wonder. I know the one he did actually ended up getting great oiling on the rockers!
We have already done this and it worked pretty well! Check it out if you would like to see the idea actually coming to life!
I knew your name looked familiar, just watched Derek’s last couple videos with the duster
can you do a hemi head on an Ls
watched your video ive got a lot of weird hybrid combos i know would build monster power especially with a turbo application
I havent watched Tonys video but I took it as the stock style rockers were a no go with the cam lift you were using on your setup.
Ya Derek slapped his hybrid mopar ls into that duster and it sounded pretty nasty!! Then he tried 4 or 5 different mufflers o check the sound!? Nasty little 400 hp engine.
Okay Uncle Tony. You got me. I was exactly 30 seconds into this video and then you made the statement. We're going to talk about shafts in a second and I completely lost it😂 I was just explaining to my wife today why I like people who produce the content that you do not heard that statement and I started giggling like a 12-year-old
I've been watching the build on the VGG 318 with the LS rocker arms on it. I find the build quite interesting, but I've not understood the reason for the rocker arms. My biggest concern is the rocker stand that is being used for the rocker arms to mount to. I don't trust that to remain stable after a lot of use. If it were my engine, I would be worried that the rocker stand would break apart after a few spins at high rpm.
But why? Looks way more sturdy that a cast factory gm piece, and the factory LS only uses 8mm bolts. The rockers are a higher ratio obviously and have proven themselves on crazy high rpm high hp builds. Hell my 1,000whp corvette has stock rocker arms with the trunion upgrade
G'day Uncle Tony,
I'm only 5 minutes into your video, but I had to make a comment. There was another reason for machining the rocker shaft pedastals. As well as using the longer Chev valve, the rocker shaft mounting blocks can also be machined so that the shaft is offset towards the pushrod side. You can then fit higher ratio rockers, use roller rockers, retain a good pushrod-to-rocker geometry, & keep them all inside a normal rocker cover.
OK... That said, I'm off to watch the rest of your video.
Keep up the good work
Andrew
Couldn't agree more. I would think the money and effort would be better spent on cam profile and correcting mass produced inefficiencies in the ports and chambers than moving away from a proven, reliable factory shaft system. I would also consider the added valvetrain weight converting to an LS style may open a can of worms in higher RPM stability with the 59° lifter angle. Excellent content, Unk.
UT, I think you're doing wrong. You're suppose to swap the entire LS engine for the Mopar, not just the rockers...I'll show myself out. 😂
Damn, I spit my coffee out!! That was funny as hell!
😂😂😂
Good video! But, I would never consider moving away from the standard LA rocker shaft setup. I'd get a set of aftermarket heads before I did that. Far less painful.
So one guy comes up with an idea to try something that works mabe and the key board comandos go nuts about it
Couldn’t agree more
Spot on
Hi uncle Tony back in the day when hot rod and car craft magazine were around there was away to put in AMC vales in to a small block 340 heads ya the values are big so the heads to be open up it had triple value springs and the good retainers and the umbrella type oil guides ya alot of work it had a good cam it did work until high rpm stuff would start to bend I wish I knew you back then thanks happy holidays
I started to mock up some LS rockers on a Magnum head and was getting "somewhere " with it - maybe a rabbit hole. I definitely agree it would be a step back on the shaft-mount LA heads.
It's been known the Magnums will take a Ford, AMC, Pontiac pedestal setup pretty easily and I'll probably go with that anyhow, but I'm always curious about proven junk to make my junk more better junk. So I grabbed a setup from a 5.3 at pap to see.
I cut the LS pedestals down to 4 pairs bc bore spacing is different, but valve spacing is pretty spot on. Maybe a couple thou. difference? The 8mm LS to 5/16" Mag bolt hole isn't an issue - they are the same. They bolted down with no binding. Stuck a valve in to start looking at geometry and this is where issues begin to present. There is too much swiping across the valve tip from close to open probably causing valve seal side load problems worse than the oil-puking Magnum seals already deal with. A roller tip might help, but there goes the budget and it's still not ideal.
Addition of the taller LS valve and beehive (+ 0.1" ?) spring may help with this, but haven't tried yet. That would allow for more lift at least. I think LS springs are too wide for the pocket/guide on the Magnum.
you have to use the taller valve.
Hello this is the first time I have subscribed any video but I just thought I would let you know I have a set of 1.9 ratio LS rockers on my magnum so far I have 3000 miles on them and probably 50 passes or more all I had to do was change the fastener and get a shorter push rod. And a better set of springs. It is a stock cam car just recently ran a 12.73 @ 107 on 87 octane with a 323 gear and a stock high stall converter. The car weighs 3200 pounds with me in it.
Never would do this! I keep my Mopar all Mopar! Chrysler Power!!
Positives for ls rockers: minimum mass at the tip - reduces necessary spring rate a little bit. I also think they are stronger Negatives: can LA bowls/runners really serve up 0.650"+ lift? I have doubts, but somebody can prove me wrong. Oiling, as noted, goes way off the page for the shadetree mechanic.
He used after market heads with some pretty big flow numbers up to .600" lift.
Tony, The best solution for an LA engine is to install A engine Poly heads on one. Basically a canted valve LA engine.
Very interesting. Learnt a lot from that one. Answers some questions I couldn’t find the answers to. Thanks. UTG.
Great video, with excellent details. These videos of yours should be must sees for new mechanics.
I love hearing about this old tech stories, amazing stuff Tony 🎉
Shaft mounted rocker arms. One of the few areas a Chrysler guy and a Ford FE guy could agree over a beer on.
I really don't see the benefit of it. As you show here, it seems to me that it would be prone to spitting push rods & the work involved in doing this is not something most people would want to take on. Especially now that aftermarket heads have come onto the affordable side of the market that will get you pretty close to same seat of the pants pony's. Machine shop labor isn't cheap, and this isn't your run of the mill valve job.
Excellent deep dive, thanks again Tony.
Tony could you bolt some onto magnum heads? Would make good content for the channel.
Talking about changing geometry, they should invent a hanger bearing for pushrods, or create overhead cams for sbm. Hehe.
For what? 10..20 hp?
Then what, you need to change the whole components to adapt the LS Rockers?
If engineers stoped at one point, its because it wasn't reliable for long term.
Nice content and thanks to put the bars on T's and dots on I.
Before everyone starts panicking and steals all LS Rockers to swap there perfectly fonctionning Mopar ones.
"There is no easy or simple way to do this". Seems to sum up the MOPAR philosophy for decades :)
Because they were near perfect from the factory 😁
@@andremauboussin2705 ya, that must be it... :)
Just leave it as is, that's as gawdam simple as it gets.
@@andremauboussin2705 Right on! The only thing complicated about Mopars are the people who don't understand Mopars.
Let's rephrase that: "there is no easy or simple way to make a Mopar into a Chevy".
I just did a 318 Magnum and upgraded to a set of ford 1.6 rollerrockers bolted right in
The big problem is the lifter angle is for the old poly spherical head 318. You have to change the lifter angle to a sharper "V" and get the lifters in line with the valve train. I think Dick Landy welded up a custom LA engine to demonstrate this, obviously went nowhere.
Paragon Motors out of Tennessee built the LS 318 motor and shows the full build in 3 videos, on the computer dyno when you punch in every weigh and lift this little 318 which is actually a 349 is being horse power rated at 580 something I know its not a real dyno but for sure this little motor is making 500 up and I bet its closer to the 580. That's using used Viper connecting rods, used Chevy rockers not a real crazy exotic build.
I bought a 1964 Dodge 440 last year and I finally got it road worthy and it has a 67 Dodge 318 in it from what the block says by the starter but this car has big block torque so I don’t know what I have other than it’s fun as hell to drive.
Good stuff! Not sure why anyone would spend that much on a stock head. Magnum replacement heads get you a better head and a good 1.6 rocker setup
Your pretty sharp Uncle Tony! Thank you for sharing your take on this modification. I would be hard pressed to disagree with you on Any matter under the hood on pretty much ALL MAKES. You just have that grass roots mechanical engineering knowledge That only a fool would argue with. Thanks again!
What about your old video "tuning issue you never knew you had" where you talk about shaft mounted rockers having preload and causing lifter-pump up. Would this help that situation?
reminds me of using Chevy 2.02 valves in an LA head since they are one-piece...and of course..cheaper than MOPAR stuff. thanks for covering this.
Hey Tony,
Tim here, yes, u bring up ALL the stuff, folks SHOULD pay attention to in their SBM, it seems it's a wash, or adding valvetrain issues to ur combo, the best was removing the shaft system, only to find out, that the LS fix is to go TO a shaft ststem.....this validates my YEARS of being a loyal sub'r!!!......TY sir, I commend you for trying to explain the issues......my sub is in a very safe place!!.....PEACE to you sir!!
Tony I have an 87 Dakota with a 3.9 liter. Boring engine but I like the truck. I don’t know if the engine is factory because it’s efi. I want to know if it’s a roller engine. Is there an easy way to tell?
Thank you for explaining this out
Interesting details on magnum vs LA vs poly..(is it polyspheric or something?)
If I were going to do all that work, I'd like to get rid of most of the valve side loading by using a roller tip. Longer valve guide life.
Very educational today Tony, well done.
Silly question , port the snot out of it ,cut into the push rod hole then add a sleeve like the old boilers did in steam engines, a 0.014 stainless sleeve . ? why not ?
for that matter why has anyone not stamped out the parts of a head , welded them up stress relieved then , harden them and machine them ? are they that good at casting the water jackets just exactly where they want them ? or i it $$ ?
I assume your talking about VGG and the motor he put in the giveaway duster. If so, come on people don't take it too seriously. Just have some fun with it.
Tony didn't mention about putting Chevy ls on a Mopar just rockers on Mopar heads
A little louder for the ones in the back
Steve Dulcich is a good hand at porting these Mopar heads. Not easy, but he has done a bunch of them. I don't understand why he has not finished his dyno, but he has the one on Engine Masters, so I guess I answered it. The funny thing is Ford, Chevy, and Mopar all have some great flowing heads, some terrible.
I have shaft mount rockers in my LS.
What is the size difference for the holes could you Machine the ls rocker out to fit on the la rock shaft ?
What happened to Mission Impossible 318 with its LS valves? It's been close to a year since anything has been posted on it.
ive had the 318 rockers deformed.the shaft hole went oval really bad.not from wear, but they actually stretched.
Tony ,
Your videos as of late have been a lot of thoughts , ideas & prophecies (talking) . Will you be getting back to “doing” anytime soon ?
Eh I like it. He's like the super nice gear head neighbor that you enjoy listening stories from every now and then.
Ya where's the PROPANE experiment?!?!
Stick with the moderate rocker ratio and shaft mount
Increase lift to what is practical with the cam profile
I have seen a lot of videos of folks adapting LS heads to various other engines. I often wonder if it would be possible to do so on mopar small and big block architecture.
Considering how many trunnion rollers I've sucked out of LS oil pans, I'd stick with the stock setup.
I'm assuming you meant to say rockers
@@RYTHMICRIOT Nope, I meant to say trunnions. Roller trunnions are part of the LS rocker.
Tony showed us how an old 318 can beat a super modified hybrid Ford engine. Cool video 😎
What he did isn't brand specific. You can do the same thing with a beat up old 302 Crown Vic, nitrous is the great equalizer.
@@3rdpig find a 1975 ford LTD 4door and put in a 50 year old 302 with worn out parts and see if that is true.
Idk if anyone has noticed but this man's really about it. You can tell this because even when he is just talking his gestures he makes with his right hand while talking, his hands natural position resembles that of how it would be formed while holding some car part and or wrench in his hand 🤣
YES...LA engines already have valvetrain issues above 6K, Why TF sacrifice the shafts?
Seems to me the B blocks are better sorted if raw performance is your goal..
I BELIEVE turbocharging is where the real gains are if a person can get their mind around the principles.
Hugh MacInnes & Ak Miller provided sound material of the subjects...
But again, I weld & cut, so I dream of a SMALL(think Vega or smaller) AWD SB mid engine Station wagon....
weird how chrysler decided to create a larger pushrod holes in magnum heads than slotting that area to eliminate the need to close up the intake ports ' also what was gained by removing shaft mounted rockers for pedestals and moving the exhaust port exits so manifolds and headers could no interchange with LA ?
I think youre off a bit on the info of the first con of the ls style rocker being an issue. Ls motors don't really go to a shaft rocker unless they're like max effort solid roller stuff. Whole butt load of people running WELL over 1000hp to the tire on a stock rocker in an ls untouched. The much more common upgrade in an ls rocker is a trunion upgrade for lift and rpm but not exactly necessary in most. I dont think the swap is probably worth it in most cases, but im also a big block mopar fan, not really small block guy
I must have missed a video. What caused the damage to the plug in the race car? A few trips to the track ago...
I may be remembering wrong but didn't David vizard talk about using ls valves in the la head? Smaller diameter stem and lighter weight.
Yeah its been done for years.
The very essence of hot rodding.
Wouldn’t you accomplish the same thing by installing a bigger cam; and not have the complication and expense by re-engineering the valve train?
One thing that's much bigger is people are chopping up LS 5.3/6.0 heads into a straight 6 head for the 300 ford and it works
It's the alternative to cutting up Cleveland 4v heads
There's a lot of parts that will work for that big 6 from both GM and Mopar
Some of it just doesn't make sense to use
LS or Ford Windsor and Cleveland heads could also be put on top of the Jeep 4.0. Bore spacing dead nuts for the Fords. Only .020" off for the Chebbies. Might require some modifications to close up the head face and pushrod angles though. Aluminum heads are likely easier for this as CI heads likely need to be furnace brazed. The Ford 240/300 has a bore spacing of 4.480.
A while back there were some people working on swapping DOHC 4 Valve heads from the GM LQ-1 onto the Poncho OHC inline six. There are some creative people out there.
Oh, and down in Argentina they race heavily modified Ford, Chevy and AMC/JEEP 4.0s fitted out with specially made twin cam 4 valve heads. Around 500 horse using twin Weber 2bbls.
@@mpetersen6 look into the boss 300 6, and the Fuely 300s they range between 625 to 850hp NA
@@Project-gr6zy
The ones in gaucho land are reduced to 3 liters iirc. And yah, I've heard of the ones with Cleveland heads.
I wonder if a single shaft using LS rockers would be a better compromise
even on the best heads do they even have enough port flow to make any of this relevant?
Sounds like a solution looking for a problem.
I saw someone put Nutella on a PBJ sandwich. Only downside was having his dentures pull out
interesting video, never heard of this before, i think i saw a video where vgg used an ls head on a chrysler block?
No just the rockers and valves the heads are an after markets LA head.
ROD BENDING WARNING AHEAD!!!
Deflecting a rod at high lift, high geometry and high leverages show massive threats of rod BENDING...
And I 1 MILLION percent TOTALLY AGREE on the oiling issues as well!!!
Excellent video ! Thanks.
When I saw ls rockers on a Mopar I thought the shaft mount was what used
Interesting I didn't know people were using these on the LA heads, I have heard of it quite a bit when it comes to the Magnum heads since they are already pedestal mounted and I believe only require redrilling the threads to run the ls rockers. That is just what I've heard but have no first hand experience with it.