L76 cam kit

L76 cam kit DEFAULT

5.7L LS Camshaft Kit

Cam, Dual Springs, Double Row T-Chain, Push Rods, Cam Bolts

For a complete list of camshafts available, please click here.
6.0L/6.2L LS Camshaft Kit

Cam, Dual Springs, Cam Sprocket, Push Rods, Cam Bolts

For a complete list of camshafts available, please click here.

6.0L/6.2L LS Camshaft Kit

Cam, Dual Springs,Single Row T-Chain, Push Rods

For a complete list of camshafts available, please click here.

6.0L DOD LS Camshaft kit (With DOD Delete Kit)

Cam, Dual Springs, Cam Sprocket, Push Rods, DOD Delete Kit incl LS7 Lifter set

For a complete list of camshafts available, please click here.

6.0L DOD LS Camshaft kit (With DOD Delete Kit)

Cam, Dual Springs, Cam Sprocket, Push Rods, DOD Delete Kit incl LS7 Lifter set

For a complete list of camshafts available, please click here.

CAPA Performance Camshaft and Valve Spring Kit

For a complete list of camshafts available, please click here.CAPA Performance Camshaft Only

For a complete list of camshafts available, please click here.
CAPA Performance Custom Grind Camshaft Only

Ground to your Specs

Tie Bar Lifter Upgrade for DOD delete Kit

LS Cam Installation Kit
  • Water Pump Gaskets
  • Balancer Pin Kit & Bolt
  • T-Cover Gasket & Seal
  • Oil Pump O-Ring

LS7 Delphi Lifter Set with Buckets and Bolts

Tie Bar Lifter Set - Street

CAPA Performance Pushrods

Various lengths available

LS1 Dual Valve Spring Kit

LS1 Dual Valve Spring Kit with Ti Retainers

Kits include Locks, Retainers, Seats, Seals up to .660" lift

Double Row Timing Chain LS1

Double Row Timing Chain LS2

Double Row Timing Chain L76/77/98, LS3, LS7

Single Row Timing Chain Kit LS1

Single Row Timing Chain Kit L76/77/98, LS3, LS7

3-Bolt Cam Sprocket Only

Early / Late Pickup please specify

DOD Delete kit

LS7 Lifters, Bucket Bolts, V-Plate, H-Gaskets, Head Bolts

Tie Bar Lifter Upgrade for DOD delete Kit

ARP Head Bolt Upgrade

VT-VZ LS-1 / LS-2 CNC Ported Heads
  • Cathedral Port
  • Standard Valve
  • Deposit on all heads is $800, Heads are sold on an Exchange Basis

VE L98 / LS-3 CNC Ported Heads
  • Square Port
  • Standard Valve
  • Deposit on all heads is $800, Heads are sold on an Exchange Basis


LS Balancer Pin Kit

  • Pin Index Tool and Bolt
  • GM Crank Bolt
  • 1/4" Pin
  • 1/4" Drill Bit

VT-VZ CAPA Performance Harmonic Balancer - 25% Under Drive Kit 

6-Rib Drive

VE-VF CAPA Performance Harmonic Balancer - 25% Under Drive Kit

6-Rib Drive

Sours: http://www.capa.com.au/holden_engine.htm

New Cam Adds 71 HP To Stock 6.0L LS With No Low-End Loss!

| How-To - Engine and Drivetrain

For all but a few of us, if given the choice between a smaller motor and a larger one, we'd choose the larger one. Of course, this assumes cost is not a factor, but the things we want most usually end up costing more, right? Such is the case when talk turns to choosing between a 5.3L and a 6.0L LS. If we were looking to build a cheap turbo motor, we'd opt for the smaller 5.3L, as they are considerably less expensive than the 6.0L and you can make a boatload of power under boost. By adding a cam and boost to a 5.3L, you could easily reach four-digit power levels, but if you are going the all-motor route, the tables are tipped in favor of the bigger 6.0L. Why you ask? The reason is obvious. Bigger motors simply make more power. The extra power and torque offered by the 6.0L come in handy when you are trying to motivate a heavy vehicle like a truck, or possibly tow a trailer. When it comes to torque, displacement is king, and no amount of cam timing or head porting will ever allow a 5.3L to thump out torque like a larger 6.0L. The question then becomes, if a 6.0L is already good, how do we make it even better?

Here is a tip for LS enthusiasts out there. If the question ever arises about how to make an LS better, your go-to response should always be swap the cam! Sure, cylinder heads and intake manifolds are most welcome (especially on cathedral-port applications), but their gains are all but dependant on the presence of wilder-than-stock cam timing. Since the LS was factory fortified with ample displacement, compression, and head flow (especially anything with rec-port heads like our LY6), they are basically begging for more cam timing. While a cam upgrade can make significant power gains, there is usually a trade-off inherent in the additional peak power. Cam swaps, especially serious performance grinds, are almost always a case of no free lunch.

The potential for massive top-end power gains exist, but the typical 100-plus hp cam swap often comes with a torque-loss penalty. This is less of a problem on a dedicated race motor, but it definitely must be considered on any kind of daily driver, or even dual-purpose, street/strip application for that matter.

For many, the ideal situation is a cam swap that combines plenty of peak power without sacrificing low-speed torque. In fact, the mark of a successful cam swap is a grind that offers what we call the "trifecta." What exactly is the trifecta? Well, for our needs, the trifecta means the cam upgrade does three things: it increases the peak power, it fattens up the peak torque, and it does both with no loss anywhere in the power curve. Achieving one of the elements is easy, combining two gets more difficult, but the trifecta requires selection of just the right cam for the combination. To see if we could manage the trifecta, we set up a test with our 6.0L LY6. For those unfamiliar with the LY6, the 2008 LS motor featured a 4.0-inch bore, 3.622-inch stroke, and was blessed with things like rec-port LS3 heads and even Variable Valve Timing (VVT). For our test, we were only interested in the 6.0L displacement and use of the LS3-style cylinder heads, so we replaced the VVT with a factory LQ9 cam, then added an LS3 intake manifold. What we wound up with was a near-stock 6.0L truck motor that produced peak numbers of 443 hp at 5,400 rpm and 467 lb-ft of torque at 4,500 rpm.

With our baseline taken care of, it was time for cam selection. Achieving more peak power and more peak torque was not terribly difficult, but doing so without hurting power anywhere else (meaning down at lower engine speeds) was the real trick. In an effort to achieve all three, we selected a TrackMax grind from Trick Flow Specialties (part No. 30602003). This TrackMax cam offers a .585-/.585-inch lift split, a 228-/230-degree duration split, and 112-degree LSA. A healthy cam to be sure, we just hoped it worked well with the free-flowing, rec-port heads and 6.0L displacement. The dyno soon put our fears to rest, as the cam swap on the LY6 netted impressive gains. The peak power output was 514 hp at 5,900 rpm, while peak torque was up to 493 lb-ft of torque at 4,600 rpm. (For those keeping score, that's more HP and torque than a stock LS7, yet a full liter smaller.) So far, we had achieved two elements, but only if they came with no loss would we achieve the trifecta. A peek at the power curves revealed that the TrackMax cam had indeed improved the power output through the entire rev range, with gains coming as low as 3,000 rpm. Everyone likes big power and big torque, but you know you have selected the right came when you hit the trifecta!

On The Dyno:

Stock 6.0L Cam vs TFS TrackMax

The 6.0L LY6 was modified slightly from stock to better represent a typical 6.0L. The VVT cam was replaced by a fixed LQ9 and the LY6 intake was ditched in favor of an LS3 unit (though there is almost no difference between the two intakes). Run with Hooker headers and a 92mm cable-driven throttle body, the LS3-headed 6.0L produced peak numbers of 443 hp at 5,400 rpm and 467 lb-ft of torque at 4,500 rpm. Torque production exceeded 450 lb-ft for a 1,000-rpm spread; no wonder they used this motor on HD truck applications! After installation of the TFS TrackMax cam, the power output increased to 514 hp at 5,900 rpm and 493 lb-ft of torque at 4,600 rpm. Note that both peak power and torque increased, and that the cam swap improved power through the entire rev range.



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Sours: https://www.motortrend.com/how-to/new-cam-adds-71-hp-stock-6-0l-ls-no-low-end-loss/
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L76 Car Engine Upgrade Guide: Expert Advice for L76 Car Engine Mods to Maximize Performance

[Editor’s Note:This L76 engine upgrade guide is the second in a series of LS engine upgrade guides assembled by a team of LS experts at Summit Racing. The L76 engine is a Gen IV, 6.0L aluminum-block V8 car engine that first appeared in the 2006 Holden VZ Commodore, but most in the USA will recognize it as the engine that powered the 2008-09 Pontiac G8 GT. There was also a truck version of the L76 introduced in the 2006 Silverado/Sierra that added VVT on top of AFM technology. In this article we’ll concentrate on the car engine. For a primer on the LS engine universe, read LS Engines 101: An Introductory Overview of the Gen III/IV LS Engine Family.]

[Every engine spec you’ll need for an L76 project can be found here:L76 Car Engine Specs: Performance, Bore & Stroke, Cylinder Heads, Cam Specs & More.]

The L76 is a Gen IV, 6.0L, aluminum block, car engine which came under the hoods of GM performance sedans between 2006 and 2010. In some ways, it bridged the gap between the LS2 and the LS3. It used the same block as the LS2, but had rectangle port heads similar to the LS3. In this trim, it made 361 horsepower and 385 Ft./Lbs. of torque.

Without the VVT system used on the truck engine, it had true flat top pistons which resulted in a higher compression ratio of 10.4:1.

They are equipped with Active Fuel Management (AFM) which was activated in the U.S. models. It was left disconnected on the Holden’s with the exception of the 2009-10 Holden’s equipped with automatic transmissions.

How to Tell the Difference Between L76 and other engines

At first glance, these engines look very similar. The easiest way to tell them apart is to check the 8th digit of the VIN code.

If you don’t have the VIN, you will need to look closer. Unlike the LS2 or LS3, it will have the ribbed AFM valley cover.

The aluminum block is cast with 6.0 on the back right-hand side and it has a casting number 12568952. The cylinder heads will have either the 5364 or 823 casting numbers.

If you have an L76 and are on the hunt for the best mods, you’re in the right place. Here’s the roadmap to upgrading your L76 power plant to achieve maximum performance.

Intro to L76 Car Engine Upgrades

For many people, upgrading the L76 starts off with a cold air intake kit.

The factory exhaust system is restrictive in an effort to reduce the drone while in 4-cylinder mode. A set of headers and an aftermarket exhaust system will make more power, but the drone can become obnoxious. So how do we deal with that? Easy, we tune it out with an AFM disabler or increase overall performance with a programmer.

The factory tune was conservative.

We recommend that you talk with your local chassis dyno tuner to choose a computer programmer. Here are some of the benefits:

  • Tune out AFM activation.
  • Correct the fuel and ignition timing tables.
  • Raising the factory redline will keep your vehicle in the meat of the powerband longer.
  • Raise shift points and firmness.
  • Shut off torque limiting.

Getting a tune makes it easier to dial in a bigger cam and injectors later. Before going to the tuner, we recommend installing a colder thermostat to open up the tuning window.

Below are other upgrades you can make to improve the performance of an L76 engine.

[Trying to find an LS engine for a swap or build? Check out Part 1 and Part 2 of our LS Spotter’s Guide.]

Upgrading the L76 Car Engine’s Camshaft and Valvetrain

As we mentioned earlier, the engine came with AFM—which is known to fail.

If your engine is in good running condition now, you can install an AFM disabler. If a lifter is already failing, it’s best to go with an AFM delete kit.

And if you’re in this deep, why not put a cam in it?!

For more on that, read: How to Delete or Disable Active Fuel Management (AFM) on GM Engines.

If you’re still driving daily, cams in the 215-220 degree intake-duration range can be tuned to idle nearly stock and still provide good mileage.

Cams in the 220-226 range are a little more serious, but are still easy to tune, and driveability is still good.

What are the limitations to going bigger?

Piston to valve clearance with a L76 is tight. There are specific cams in the 230-234 range with intake valve events specially designed to clear the piston without flycutting.

What if you already have a power adder?

Generally, supercharger cams and nitrous cams will have slightly more lobe separation and longer exhaust duration. Turbo cams reduce overlap with less exhaust duration split in relation to the intake.

Spring kits are available for typical 0.600 in. lift cam upgrades. Titanium retainers are another upgrade that will reduce valve float.

The stock rockers are good up to 175 lbs. of seat pressure and 450 lbs. open. You will want to install a trunnion kit for added reliability.

Tech Tip:When you’re pulling the cam, switch out the spring-loaded timing chain tensioner for the more reliable wedge-style (early) LS2 damper.

Here are a few parts commonly used for an L76 cam swap: LS2 timing chain, LS7 spec lifters, LS2 timing chain damper, and thick-wall chromoly pushrods.

Adding an L76 Supercharger or Nitrous Oxide System

L76 engines are a popular choice for people who want to keep their engine naturally aspirated, but if you do decide to boost, here are a couple of things to address:

  • A 4-corner steam kit reduces hot spots that can cause the rings to butt and snap the piston’s ring lands.
  • The 42 lb. fuel injectors will support around 525 whp which is where most power-adders are just getting started. We’ve addressed those in the next section on fuel system upgrades.

Okay, here’s the fun stuff:

  • nitrous kit(at low settings) is great for street driving with stock internals. Up to a 200-shot is common. Keep in mind the tight piston ring gap is the limiting factor beyond that. If you’re wanting to get serious, a single-plane intake is less prone to break from a nitrous backfire. A plate system has better distribution than the original intake, but an eight-nozzle fogger system is even better. Running higher octane fuel is advised.
  • Turbo kits are everywhere. The least-expensive kits start with the factory exhaust manifolds feeding twins in the trans tunnel area. From there you will find tubular manifold kits with the turbo’s placed in the front upper corners of the engine bay. Horsepower increases start at 600 whp and goes up from there. Common street kits are capable of 1000+ whp with the right fueling and well-built engine.
  • Roots-style supercharger is dependable and makes great torque in the low- and mid-rpm range. It’s so good that GM used one on their own LSA-powered ZL1. Horsepower ranges from 520-700 whp with higher levels of boost.
  • centrifugal-style supercharger is lightweight and makes more power at high rpm. This is partially due to a larger intercooler mounted in front of the radiator. They don’t have quite the curb appeal of a Roots, but make great power.

Upgrading the L76 Fuel System and Tuning

The L76 came with 42-lb. injectors that can support roughly 525 whp. The most common upgrade is the LSA/LS9 injector. It bolts in and flows close to 30 percent more fuel. Fuel injector characterization info is widely available, but you’ll still want to talk to your tuner about it before the swap.

The fuel pump becomes an issue around 520 whp. The first option is to maintain or increase pump pressure with electronic voltage controllers and hotwire kits. From there, the ZL1 pump will drop into the factory tank and supports roughly 650 whp. When running boost, you can use a water-methanol system to supply extra fuel and lower charge air temps.

Upgrading the L76 Intake Manifold and Throttle Body

GM really did its homework with the factory intake and throttle body. Below 6000 rpm, it’s unbeatable with the exception of the Edelbrock Cross-Ram. There are some applications where other intakes make sense.

A standard runner length FAST manifold makes a few more horsepower, but some of that comes from the addition of a larger throttle body. The mid-length runner version would be a good option for serious racecars operating at 6000+ rpm at all times. It’s worth about 15-20 hp at 7000 rpm, but loses as much torque below 5500 rpm. This limits its use to serious road race cars, or pure drag cars with 5500+ stall converters.

How about a single plane intake? There are two main reasons to do this. One is a carb swap, but that would be a rarity with the L76. What would be more common is the guy that really loves his nitrous. The square bore plate style systems have better distribution to the individual cylinders than the L99 intake. This and the added strength would make it a good fit for this application. It will make another 20 hp at 7000 rpm, but the crossover doesn’t occur until 6500 rpm and it will consistently be down 30 ft.-lbs. of torque from idle to 5500 rpm.

Not afraid of hood scoops and 7000+ rpm? The taller Tunnel Rams will lose up to 30 ft.-lbs. torque below 5000 rpm. Horsepower matches at 6000 rpm and the Tunnel Ram will add another 25 hp by 7000 rpm.

Whichever direction you go, be sure to ask your tuner about going with a speed density tune. Doing so will remove the MAF restriction and give you more power.

Upgrading L76 Cylinder Heads

The L76 cylinder heads are similar to the LS3 heads except they used a heavier solid stem intake valve.

  • The stock heads can be CNC-ported for more airflow. Flow numbers can be as high as 373 cfm at .700 lift. Lightweight hollow-stem LS3 valves will drop right in. Between the light valves and better springs, the engines will pull cleanly to 7000 rpm. If you’re looking to boost to 800+ hp; a heavy-duty aftermarket stainless intake valve is a bit tougher and won’t tulip as quickly from the heat. Milling the heads .030 will bump compression to 10.9:1 and will increase power everywhere. Piston-to-valve clearance will be tight with cams beyond 230 at .050 in. of intake duration.
  • A better option is aftermarket heads. They reduce downtime, they’re all-new, and you can usually offset the added cost by selling your original heads. Valve angles are typically laid over to 13.5 degrees for increased piston-to-valve clearance. They flow better and the cross-sections are great for naturally aspirated or boosted engines. When comparing heads, look at the .400 in. lift numbers as a general indicator of how the heads will perform. With a medium-sized cam, 500+ whp (naturally aspirated) is a goal that is easily met.

Upgrading the L76 Rotating Assembly

On the L76 engine, pistons are the weak link and you probably already know someone who has popped one.

A set of forged pistons is a good idea and you can increase compression while you’re at it.

They have stronger wristpins, thicker ring lands, and the added valve reliefs allow you to run big cams. If you’re going over 1000 hp, or use a 300+ shot of nitrous, a set of .200 wall tool-steel pins is a good idea.

The L76’s Gen. 4 rods are stronger than the Gen. 3 rods and have full floating pins. They can handle about 800 hp and 7000 rpm in boosted applications (at least for a while). They are likely to bend before they break when subjected to real track conditions.

If you’re getting forged pistons, upgrade to forged connecting rods at the same time. Big 7/16-inch rod bolts will go a long way to keep things together over 7000 rpm.

The L76 crank was cast but strong. The main reason for a stroker crank is added cubic inches. With heads and manifolds available that breathe well above 7000 rpm, more cubes can bring the power peak back into hydraulic roller territory for more power under the curve.

Performance rotating assemblies are available in many combinations.

A couple notes of caution when stroking the engine:

  • The 6.0L aluminum blocks had slightly longer cylinder sleeves than the iron blocks (5.500 in. vs. 5.430 in. on average). When running a stroker crank, much of the piston skirt drops out of the bottom of the cylinder at BDC. The best piston manufacturers have compensated for this by eliminating skirt taper until a point well above where it meets the bottom of the cylinder sleeve at BDC. Any skirt taper at this intersection acts as a razor blade and will quickly wear out the piston. This is especially true with a 4.100 or longer stroke, and the piston design is critical to long life.
  • The blueprint deck height of the block is 9.240 in. It’s best to measure deck height before ordering your rotating assembly. Thicker head gaskets or using an aftermarket 6.098-6.100 in. rod will ensure enough piston-to-head clearance.

Upgrading the L76 Engine Block

L76 engines have a 4.000-inch bore diameter.

The cylinders can be bored to 4.030 inch. However, we recommended leaving them as thick as possible when running boost.

You can make 850 whp with a couple of simple upgrades like head studs and LS9 head gaskets. Race gas, E-85, or water-methanol injection is required.

The factory main caps aren’t doweled. It’s better to reduce ignition timing and compensate with added boost to reduce the cylinder pressure spikes that can lift heads and cause the main caps to dance.

Main studs should be added any time you’re this deep in the engine.

(Information for this article originally appeared in thisUpgrading the Gen. 4, 6.0L, LS Car Enginesarticle atSummit Racing’s searchable database of FAQ tech infoGo there and search “LS engines” for a comprehensive collection of LS engine tech information.)

Sours: https://www.onallcylinders.com/2018/10/25/l76-car-engine-upgrade-guide-expert-advice-l76-car-engine-mods-maximize-performance/


StreetFighter Camshaft Complete Kit L76/L77 AFM Engine (VE/VF)

Whether you’re upgrading to deliver exhilarating power and acceleration for spirited club/track events or just to achieve that amazing idle sound, our camshafts offer excellent performance, driveability and daily manners.

StreetFighter engineer all our camshaft to the highest levels of accuracy to perfectly suit your VE/VF 6.0L V8.

StreetFighter can also offer the StreetFighter Limited Driveline Warranty on vehicles less than 5 years old when fitted in our workshop. Contact us for further warranty details.

This kit is designed to suit the L76 and L77 AFM Engines

For even more power and performance, check out the complete Power Packages here: VF Power Packages

VE/VF  6.L / Increase Performance to 380kw/680nm

Performance figures based on stage 2 camshaft with supporting performance upgrades (full exhaust system & cold air intake). Higher power increase possible with stage 3 or 4 camshaft and supporting performance upgrades.

The StreetFighter camshaft kit includes:

  • StreetFighter camshaft stage 2, 3 or 4
    • SFVE2 Streetfighter Stage 2 Camshaft – 228 / 228, 0.598″, 114 LSA 1800-7000 rpm
    • SFVE3 Streetfighter Stage 3 Camshaft – 235 / 236, 0.598″, 110 LSA 2200-7200 rpm
    • SFVE4B Streetfighter Stage 4 Camshaft – 233 / 245, 0.615″, 115 LSA 3000-7000 rpm (supercharged applications only)
  • Double spring kit, retainers, colletts, seals and seats
  • Chrome Moly pushrods
  • Cam gear 3 bolt / chain / ARP bolts
  • Cam fitting kit inc. Gaskets / balancer bolt
  • AFM/DOD delete kit as required
    • Includes: lifters, lifter guides, head gaskets, head bolts, valley cover

We can also fit this for you in our workshop:

Price: $5775Including installation & custom tuning (L76/77 motor)

Contact us to make a booking.


You may also be interested in

Sours: https://www.kpmmotorsport.com.au/product/streetfighter-camshaft-packages-vf/

Kit l76 cam


This exclusive line-up of GM LS camshafts offers superior performance and durability for all LS-based vehicles with rectangular port cylinder heads. With more and more enthusiasts turning towards the LS motor for easy, reliable power, an aftermarket cam upgrade is essential when optimising the breathing capabilities and broadening the power band.

Crow Cams “NEXT GEN” LS camshaft profiles use a totally new CNC master generation system to produce cams with higher lift and larger 200 degree duration figures for significantly more power and mid-range torque. Next Gen profiles exhibit tightly controlled rates of acceleration so that spring and valve train bearing life is not compromised. Special attention was given to designing effective quieting ramps so that excessive valve train noise is not generated.

From mild cams that simply improve mid-range torque to monster cams for max gains and everything in between, we’re certain we’ll have something to meet your needs.


Parts Guide



Please select the part number you require from the drop down menu by utilising our parts guide.



  • All L76 L77 V8 engines will require a DOD delete kit to accommodate high performance cams. This kit can be purchased through another listing.
  • All cam upgrades will also benefit from valve-train, intake and exhaust upgrades to safely reach the motor's full power potential.
  • Tunes are mandatory post installation.
  • Valve train components and stroker kits can be purchased through other listings.
Sours: https://www.maceengineering.com.au/epages/mace.sf/en_US/?ObjectPath=/Shops/mace/Products/CAM857

Ultra Pro Magnum™ Rocker Kit w/ Studs & Guide Plates; GM LS3/L99/L76/Rectangle-Port Heads

  • For LS3/L99/L76 & Other Rectangle-Port Head Equipped LS Applications

  • Includes Full Set of (16) Stud-MountRockers (w/ Poly Locks), 3/8" Studs & Raised Guide Plates for 5/16" Pushrods*

    • The above image does not show a complete set of rockers, poly-locks, studs, or guide plates

Increase Strength Over Stock, While Increasing Lift Without Swaping Cams

As LS engines continue to grow in popularity, COMP Cams® has expanded its line of rocker arms to build components specific to LS applications. New Ultra Pro Magnum™ Rockers are made from investment-cast 8650 chromemoly steel, utilize upgraded trunnions and needle bearings over stock and are stronger, stiffer and more durable than the stock parts. They also feature a 1.8 ratio (compared to the stock rockers’ 1.7) and utilize a roller tip instead of a slider. The higher ratio and increased stiffness make these rockers a great option for increasing lift without changing cams. This increased stiffness, along with the upgraded trunnion package and roller wheel, also makes them a perfect choice when running aftermarket valve springs. The rockers are also available in a bolt-on design that uses stock rocker stands. The stud-mount version is perfect for individuals running mechanical lifters as well. Kits do not include pushrods, but they are available separately.

  • Increased (1.8) Ratio & Stiffness Make Rockers a Great Option for Increasing Lift w/o Changing Cams

  • Investment-Cast 8650 Chromemoly Steel Body That is Stronger, Stiffer & More Durable Than Stock 

  • Increased Stiffness, Upgraded Trunnion & Roller Wheel Make Rockers Perfect for Aftermarket Valve Springs

  • Limited Lifetime Warranty: So Strong That We Guarantee the Rocker Bodies Against Breakage for Life

  • Stud-Mount Design Converts GM LS to Convenient, Adjustable Valve Train; Bolt-On Version Available

  • ALSO AVAILABLE FOR LS1/LS2/LS6/4.8/5.3/6.0/Cathedral-Port Head Equipped LS Applications

*Guide plates require chromemoly pushrods.

Sours: https://www.compcams.com/ultra-pro-magnumtm-rocker-kit-w-studs-guide-plates-gm-ls3-l99-l76-rectangle-port-heads.html

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Yes, so actively soaps. It's time to wake up your man.

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