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New Performance Quotient PQx Pedestal Shaft Rocker Arm Systems for Small Block Chevy with AFR or Brodix Track 1 Cylinder Heads

sspictured above:  PN 3535031 SBC AFR 190-195-210 Cylinder Heads, 1.5 Ratio

 

PRW Industries is proud to present our new line of Performance Quotient PQx Shaft Rocker Arm Systems available for Small Block Chevy with AFR 190-195-210 Cylinder Heads or Brodix Track 1 Cylinder Heads.  We off them with a vast array of ratios;  from 1.5, 1.6 and split 1.5 and 1.6 ratios.

pictured above:  PN 3535035 SBC Brodix Track 1 Cylinder Heads, 1.5 Ratio

 

These PQx Shaft Rocker Systems are made of 2024 aircraft quality aluminum allow extrusions and are relieved for extra valve spring clearance and anodized for added strength.  They’re rated at 750lbs OSP (open spring pressure) and have an internal oiling system for lasting performance.

PRW has the answer for the racer who’s ready to push the performance envelope with stiffer valve springs, aggressive camshafts, and now AFR or Brodix Track 1 Heads.  Our shaft rocker arm systems offer much more stability than your standard rocker or even a rocker arm set with stud girdles.  Our added ratio options and split ratios also add a great benefit for engine builders and enthusiasts.

Our Part Number Line:

3535031 PEDESTAL-SHAFT ROCKER SYSTEM, CHEV SB 262-400, AFR 190-195-210 Cyl Heads, 1.50 Int/Exh Ratio

3535032 PEDESTAL-SHAFT ROCKER SYSTEM, CHEV SB 262-400, AFR 190-195-210 Cyl Heads, 1.60 Int/1.50Exh Ratio

3535033 PEDESTAL-SHAFT ROCKER SYSTEM, CHEV SB 262-400, AFR 190-195-210 Cyl Heads, 1.60 Int/Exh Ratio

3535035 PEDESTAL-SHAFT ROCKER SYSTEM, CHEV SB 262-400, Brodix Track 1 Cyl Heads, 1.50 Int/Exh Ratio

3535036 PEDESTAL-SHAFT ROCKER SYSTEM, CHEV SB 262-400, Brodix Track 1 Cyl Heads, 1.60 Int/1.50 Exh Ratio

3535037 PEDESTAL-SHAFT ROCKER SYSTEM, CHEV SB 262-400, Brodix Track 1 Cyl Heads, 1.60 Int/Exh Ratio

 

You can take a look at our line here:  https://store.prw-usa.com/products/rocker-arms/shaft-mount-rocker-arms/chevy-sb-and-bb-billet-aluminum/

-PRW Industries

Mike Purugganan Mar 25, 2021 Blog 0 Comment Read More

Tell Congress to Provide Tax Credits for Businesses Participating in Trade Shows

Mike Purugganan Mar 03, 2021 Blog 0 Comment Read More

Main Cap Stud Kit Available for LS Engines: Part # 1000098

PRW Now Carries a Heavy Duty Main Cap Stud Kit for GM LS Series Engines!

We’re excited to announce our new Main Cap Stud Kit for your LS Engine.  Available for 4.8, 5.3, 5.7, and 6.0L LS Based Engines from 1997-2015 with a 6 Bolt Main.

If you want to improve the life of your engine block, upgrade your stock bolts to stronger, more capable studs.

If you’re upgrading  with higher horsepower parts, the higher cylinder pressures may cause the stock bolts to stretch which is knows as main cap “walk”.  This can create high vibration causing damage to contacted surfaces.  What can happen is the loosening of other parts such as main bearings and eventually oil pressure loss.

Our main cap upgrade replaces the stock bolts to high performance studs.  PRW uses premium grade Custom 4150 Steel rated at “aircraft” quality. Our studs are then specially heat-treated to 180,000 psi. This heat treating procedure allows for total heat penetration which results in a stronger, more superior stud compared to lesser quality studs from other manufacturers.

Find purchase and pricing here:  PRW Online Store – LS Main Cap Stud Kit

Mike Purugganan Mar 02, 2021 Blog 0 Comment Read More

New LS Supercharger Water Pump Pulley Girdle Kit

PRW Supercharger Water Pump Pulley Girdle with PRW High Performance Water Pump and Pulley

 

 

Take a look at our 6061 Billet Aluminum Pulley Girdle Kit fitted with our PRW Higher Performance Aluminum Water Pump and Pulley! Fits Chevy GM LS Gen III/IV Series Edelbrock, Stewart, and PRW Water Pumps with GM 8-Bolt Hub PRW now has the answer to strengthen your LS Water Pump Pulley for Supercharged LS Engines! Our Pulley Girdle Kit will bolt on to aftermarket 8-bolt hubs to brace your pulley for supercharged applications. Made of 6061 Billet Aluminum and will include 4 fasteners and thread locker.

 

For more info go to: https://prw-usa.com​ Our online Store: https://store.prw-usa.com/

Mike Purugganan Feb 11, 2021 Blog 0 Comment Read More

New Chevy Corvair Sportsman Roller Tip Rocker Arms Now Available

PRW 0816412 Chevy Corvair Roller Tip Rocker Arms: 1959-69 Flat Six 1.6 x 3/8″

Chevy Corvair Enthusiasts Unite! We are glad to announce that we now offer Sportsman Roller Rocker Arms for your beloved Corvair Flat Six Engine.   Made of 4340 Chromoly Steel Rocker Bodies which are much stronger than your ordinary stamped steel.  Roller Tips will minimize scrubbing and we’ve added our oiling hole in a special location necessary for the Flat Six.  For more information take a look here:  PRW 0816412

  • Rated at 350lbs open spring pressure
  • Set of 12 (includes 3/8″ pivot balls and RockerLocs)
  • Heat Treated Pivot Balls
  • 4340 Steel Rocker Bodies

Mike Purugganan Feb 09, 2021 Blog 0 Comment Read More

COVID-19 (Coronavirus) Update for PRW Customers

COVID-19 and our commitment to you

Hours of Operation (shipping included):  Monday – Friday 7:00am-4:00pm

 

To Our Valued Dealers, Distributors, Resellers and Consumers,

In response to the virus, we’ve implemented updated best practices in our workplace to help ensure the health and safety of our employees and customers. PRW Industries is also closely monitoring the COVID-19 situation and working tirelessly to serve the needs of our customers and individuals who are quickly adapting to new ways of life as we all pull together to curtail this outbreak.

Putting our Employees and Customers First
In accordance with California’s recent statewide stay-at-home order, some employees in our Los Angeles area headquarters are now working from home. We have temporarily limited on-site business operations to essential staff in our office and warehouse to ensure fulfilment and delivery of customer orders with minimal interruption. These essential employees adhere to recommended hygiene and social distancing practices, and janitorial services have been enhanced to preserve a clean, healthy work environment.
These precautions are designed to ensure customer orders are picked, packed and shipped by healthy employees. Once a package leaves our warehouse, it’s entrusted to one of our shipping partners. A large percentage of these orders are delivered via UPS or the US Postal Service, both of which are taking steps to ensure the health of their employees and safe parcel delivery. UPS has published its COVID-19 response and the USPS is following guidelines published by the CDC. PRW and its overland fulfilment partners are pulling together to deliver the highest, healthiest level of service to our customers.

Technical Support & Customer Service
PRW will continue to provide Customer Service and Technical Support via telephone on a limited basis. It may become necessary to return telephone calls at specific times of day to fulfill the needs of our customers and consumers. If the Customer Service and/or Tech Team is working from home, we have made arrangements for telephone transfers to respond to incoming calls. Please be patient, since inventory feeds may not be readily at-hand under those circumstances. Dealers, distributors, retailers, and resellers may wish to subscribe to our daily inventory feed. That service that is available in digital format at 4:00am PDT/PST every morning to better monitor product availability and keep your customers informed accordingly.

Commitment to Fair Prices
PRW is committed to fair pricing. Tariffs and other supply chain fluctuations, industry adjustments, and changes in consumer demand will no doubt place pressure on warehouse distribution and the e-commerce system as a whole. The management and staff at PRW Industries are especially grateful to you – our loyal customers – for helping to ensure best business practices, especially during trying times like these.

The Future
As the COVID-19 situation remains fluid, PRW Industries is committed to helping customers manage through these difficult times. Our company will continue to monitor and respond to federal, state and local health authorities to protect our employees and serve our customers safely, and with minimal disruption.

 

Respectfully,
Bill McGloghlon
President, PRW Industries

 

As the world adjusts to the impact of the coronavirus (COVID-19), our shipping times/delivery has slightly changed depending on which shipping provider is used.  Details are listed below and can be updated at any time.

Fedex:  Temporarily suspending signature required for most deliveries in the U.S.

  • Except for shipments with adult signature required, physical signature not required for:
    • FedEx Express (U.S. and Canada)
    • FedEx Ground (U.S. and Canada)
    • FedEx Freight (U.S.)
    • FedEx Office in-store (U.S.)
    • FedEx SameDay City (U.S.)
    • FedEx Onsite Retail Locations (U.S.)

UPS:  UPS is maintaining delivery services except where limited by government restrictions. We are working in partnership with governments around the world to obtain exceptions that allow our operations to continue wherever possible, even in restricted areas.  UPS delivery operations have been designated critical infrastructure by governments and we continue to pick up and deliver, even in restricted areas.

USPS: Despite the global health challenges we are facing, USPS remains committed to serving you. The safety of our customers and employees remains our top priority as we provide the essential service of delivering your mail every day. Get the latest updates on any service disruptions that may impact you.

Overseas Shipments
USPS has temporarily suspended the guarantee on Priority Mail Express International® service destined for China & Hong Kong. Several countries have also issued updates on delivery delays or other service impacts.

Residential & Business Mail
Residential and business customers should check the latest shipping and delivery updates in your area. Also, be sure to double-check items that you may not mail such as flammable hand sanitizer and wipes.

Freight Carriers: LTL

  • LTL carriers continue to operate within impacted areas and are considered “essential” providers of service.
  • Our operations teams are monitoring pickups scheduled and messaging shippers in impacted areas (CA, NY, and PA currently) to confirm that they are available for pickup.
  • Should any customers need shipments rerouted or held, as a result of business closures, our Ops teams are available to assist with that routing and to confirm what/if charges would be associated on a case by case basis.

 

Useful Resources

CDC website

CDC Informational Videos

CDC Factsheets and Print Materials

World Health Organization (WHO)

Mike Purugganan Mar 20, 2020 Blog 0 Comment Read More

Solving Ford 6.0L V8 Diesel Head Gasket Failures

Solving Ford 6.0L V8 Diesel Head Gasket Failures

 

The Ford 6.0 L diesel V8 engine was introduced in the mid-2003 production year, and ended in 2007 for most applications where it was offered.  It has been an engine with a reputation for problems through its relatively short production life, although as the engine received upgrades, and proper repairs, it became more reliable.    One major problem has centered on cylinder head gasket failures.

One of the major culprits here was the factory TTY (Torque to Yield) head bolts.  The TTY bolts are considered to be ‘one-time use’ products, and if they are removed from the engine for any reason, they must be replaced with new fasteners.  This is true in any application where TTY bolts are used.

 

The gasket failures could be caused by re-use of TTY fasteners, but also can be caused by failure of the oil cooler, an Exhaust Gas Recirculation (EGR) cooler failure, as well as performance add-ons… all of which will lead to increased cylinder pressures.  These cause the TTY fasteners to fail prematurely, since the bolts are stretched beyond their yield specs, and the head gasket will soon fail.

 

The installation procedure for replacing the OEM TTY head bolts can be relatively simple, to complex.

The question becomes:  Are you replacing the TTY bolts as a preventative maintenance procedure, or is this a repair caused by one of the three factors mentioned above.  Regardless of the situation, because the early examples of the engine is prone to the failure of the oil cooler and/or EGR cooler, it is advisable to consider these as Achilles heels for the engine.  Even a preventative maintenance head bolt replacement, should probably include replacement of those two components to avoid a failure in the future.

 

And, if you are considering a performance upgrade, replacement of the TTY head bolts becomes a “must do” item.

 

 

Solutions

While the most straightforward approach to the gasket/bolt failure is to get a new OEM gasket and TTY bolts, the solution itself is more complex.

 

If the underlying cause of the failure is one (or both) of the above mentioned coolers, they must be replaced before addressing the head gasket situation.  In the case of adding performance enhancements, they must be replaced with new, better than stock parts and find a stronger, more reliable fastener and gasket solution.  Both components in early engines were particularly vulnerable to design failure, and there are several aftermarket replacements which overcome the problems.

 

Given the track record of head gasket failure on the 6.0L Ford diesel engine, the smart money would be to eliminate all of the weaknesses – head bolts, the gaskets, the oil cooler and EGR cooler.  Servicing both areas requires removal of the valley cover for the oil cooler/filter assembly, and the intake manifold for the ERG cooler.  Many experts suggest removal of the truck cab to make the job easier, but there are head bolt replacement videos which outline how to do the job with the cab in place.

 

If you are going to replace the head bolts or the bolts and gaskets, you will need to pull the heads off the block after draining all of the engine’s coolant and oil.

 

After the head is off, both the head and block surfaces need to be cleaned.  After that is complete, each head bolt hole in the block needs to have the a thread chaser run down into each hole to the bottom to remove any debris, then blown clean with a blast of high pressure compressed air.  Before installing (or reinstalling) the head gasket, the cylinder bores and piston tops should be wiped cleaned using a clean, no-lint cloth and an engine cleaning solvent.  Using a steel straight-edge, check that the matching machined surfaces of the block and the head are perfectly flat.  Any warpage must be re-machined, to true the surfaces, or purchase remanufactured heads from a reputable supplier.

 

Before reassembling the heads to the block, you need to source high-quality head studs and fasteners to assure a trouble-free installation.  One company, Performance Quotient®, a division of PRW Industries®, offers a solution which focuses on the use of exceptional quality head studs, washers and nuts to clamp the head to the cylinder block.

The core of the Performance Quotient solution is the use of heat-treated, high-strength Custom 4135 Grade 12.9 Alloy Steel Cylinder Head Studs.  Each PQx® #101420 Ford 6.0L Diesel Head Stud Kit contains the required 20 – M14-2.0 x 33.85mm (9/16″-18 x 1.33″) studs, having a shank outside diameter of 13.44mm (0.53”) and an overall length  of 8.8125″, 20 – Custom 4135 Grade 12.9 Alloy Steel parallel ground washers and 20 – 12-point 9/16”-18 Custom 4135 Grade 12.9 Alloy nuts.  Additionally, the kit provides the installer with a 2 ml bullet of medium strength (blue) PRW Threadlocker and 0.5 oz. packet of PRW’s CMD Extreme Pressure Assembly Lube.

 

These studs are centerless ground to assure uniform diameters, and feature rolled threads for greater strength and thread conformity to the block holes (as compared to cut threads).  All studs, washers and nuts feature black oxide protective coatings.

 

The studs should be installed using the installer’s preference of threadlocker or engine oil.  The studs should be installed in the block finger tight initially, and if desired, snugged into place using the proper Torx driver, using the holes in the end of the stud.

 

It is advisable to use a new OEM replacement head gasket set (or a performance grade gasket if increasing power, or doing heavy towing).   The intake and valve cover gaskets must be replaced as well, and again, use OEM or better gaskets for best results.  While the factory may not specify that the turbocharger be serviced at this time, it has already removed, and probably should be cleaned, serviced and the seals and gaskets replaced before reinstallation.

 

PRW assembly lube should be used to install the washers and nuts, coating both sides of the washers and the threads.  Following the recommended tightening sequence, PRW recommends a four-step torqueing process – two rounds at 90 ft-lbs, loosening the nuts after each round, then retorque.  Then loosen the nuts and retorque to 130 ft-lbs, and finally loosen all nuts and retorque to 180 ft-lbs. to complete the installation.  This procedure is identical both for a new, replacement gasket, or re-installing the old head gasket.

 

The installation of new head studs on the 2003-07 Ford 6.0 L Diesel V8 diesel engine is indeed a long process when compared to a similar installation on a gasoline engine.  However, the piece of mind and operational longevity makes the investment of time, labor and material well worth it.

 

 

 

Mike Purugganan Feb 14, 2020 Blog 1 Comment Read More

DieselArmy.com: PRI 2019 High-Performance Diesel Shaft Rocker Kits from PRW

 

Full Article can be found here: https://www.dieselarmy.com/features/pri-coverage/pri-2019-high-performance-diesel-shaft-rocker-kits-from-prw/

 

By BOBBY KIMBROUGH  |  DECEMBER 18, 2019

PRW Industries teased the industry a few weeks ago with a simple statement on their website: New Diesel Rocker Arms Coming Soon. As we passed their booth at this year’s PRI show, we spotted their new product line of diesel rockers.

Everyone can agree that diesel engines work as hard as any combustion engine, and they do it in the most hostile environments. Diesel means power. Products designed for diesel engines have to be able to withstand the awesome amount of power, and the heavy-duty applications these engines exist within.

Valvetrain has historically been a weak point for many diesel engines. PRW engineers have worked to help stabilize the valvetrain in these workhorse engines. PRW’s Bill McGloghlon showed us the company’s latest products.

First in line is the Dodge Cummins high-performance shaft rocker system (part #3235911). Designed for the 1987-1998 12-valve 4 and 6 B series turbocharged engines. These shaft rockers come complete with silicon-bronze bushings and McGloghlon assures us “they are a perfect upgrade to allow more power and efficiency from the engine.”

They come with everything you need, from ball adjusters and fasteners to the silicon bronze bushings.

The next new product in the PRW line is a similar item, except for the 1998-2018 24-valve 5.9 and 6.7 engines (part #3240811). “Each rocker is made from alloy steel substantially thicker than stock,” said McGloghlon. “Our shaft system is made as a ‘drop-in’ assembly using the stock ratio.”

For more information on these or other products from PRW, visit them online at prw-usa.com.

Mike Purugganan Jan 03, 2020 Blog 0 Comment Read More

Stabilizing the Ford FE Upper Valve Train

Shaft Rocker arm systems…

Stabilizing the Ford FE upper valve train

For over 20 years, the Ford FE-series engines were a key component in Ford’s engine family.  The FE engine family was Ford’s initial “big blocks” and a key Ford weapon to the automaker “Horsepower wars” of the 1960s and early 1970s.

 

Appearing in the late 1950s, the initial offering was a modest 332 cubic inch engine, which supplemented the standard Y-block engines.  It shared the Y-block design, where the block extended below the crankshaft, but had a significant number of improvements.  The 332 was used in Ford and Edsel cars, but was quickly enlarged in 1958 to 352 cubic inches for police car use, and named the “Interceptor.”  By the 1960 model year, the 352 Interceptor had become the base engine for Ford sedans, the Thunderbird and for Edsels.

By 1961, the horsepower race between the “Big 3” automakers had begun, and the 390 appeared as a high performance option with a performance grind cam, solid lifters, 10.5:1 compression and a cast “header”-style exhaust manifold – good for 375 horsepower.  Interestingly, Ford included a 3×2 aluminum intake in the trunk, which could be installed by the dealer, good for over 25 more horsepower.  This became the Ford big block option for several years in the Ford and Mercury lines – with various compression ratios and 2- or 4-barrel carburetors.

The 406 cubic inch version came in 1962 and was phased out for the iconic 427 by 1964.  The 406 introduced the cross-bolt main caps, which was retained in the 427-inch engines.  The 427 was developed as a true high performance engine – highly successful in NASCAR and drag racing, although the 406 could easily be considered as a high performance engine, since it powered a number of drag racing and circle track cars in lightweight Ford Galaxies.  The factory Ford “Thunderbolt” team showcased the powerful 427 side oiler engines in ultra-lightweight mid-size Fairlanes, and the engine “made its bones” both in Galaxies in NASCAR, as well as the Fairlanes and Galaxies on the drag strip.  They also powered Cobras and the Ford GTs in road racing – with 427 powered Ford GT Mark IIs sweeping the top three spots at LeMans in 1966.

The 428 came in 1966, with a more production-friendly design, and it found its mark both as a street performance engine, as well as a race package, with the popular Cobra Jet (CJ) and Super Cobra Jet (SCJ) offering some serious power with a variety of cam, carburetor and compression ratio options.

The FE-series powerplants, particularly the 390 cubic inch and larger versions, provided street performance enthusiasts, as well as racers, a very strong bottom end, and heads which were well known for having extremely good air flow characteristics.  These factors, along with the factory’s medium- and high-riser intakes (for the 427) has kept the Ford big block performance popular long after they were supplanted by the 429 to 460 inch engines in the 1969 model year.

That popularity has been supported by plenty of FE-specific products from the factory and performance aftermarket.  These products, which benefit from high tech, computer driven design and manufacturing techniques, continue to drive the FE engine marketplace, delivering more power and reliability.

 

Keeping the FE mystique alive  

Even 40 years after Ford stopped production, the FE engines continue to perform very well on the drag strips, plus the growing interest in the nostalgia race cars – particularly in drag racing – has kept the FE-powered reproduction and restored race cars popular.  Street performance cars, particularly the 428 CJ- and SCJ-powered Mustangs, and to a lesser extent, the Ford Torino, Mercury Cyclone and Cougar, have added to the FE popularity.

The upper valve train area has been particularly active for the FE-series powerplants, as improvements in technologies, materials and manufacturing processes have continued to improve performance.

One of the leading companies in the upper valve train field is PRW Industries of Perris, Calif.  The company has recently made advances in its PQX shaft rocker arm systems for the FE engine family, reflecting improvements in both designs and manufacturing.  These have delivered increases in performance, consistency and valve train stability.

Shaft-style rocker arm assemblies have grown in popularity over the years for street performance enthusiasts and racers (where class rules will allow them).  The biggest advantage of the shaft system over the OEM-style pedestal mount rocker arm is rock-solid stability.  As cam lifts and durations increase, along with higher spring pressures, the rigidity and consistency of the shaft system can deliver higher engine speed potentials, better air flow and more power.  Even in a modest street performance application, the shaft system provides not only the potential of more power (depending on the cam profile, spring rates and the air flow characteristics of the head, intake and exhaust system), but improved durability.  And, the shaft systems provide better valve train stability and durability compared to pedestal-mount rocker arms with billet aluminum girdles.

Like all PRW products, the PQX shaft rocker system design begins with a CAD (computer aided design) program, which is matched with premium quality materials to assure repeatable, precision manufacturing.  In PRW’s manufacturing facilities, the CAD design is applied in the computer-aided manufacturing (CAM) centers to assure design tolerances are held to high standards, with repeated quality checks for all components throughout the manufacturing and assembly process.  Immediately upon arrival in the PRW shipping department, the parts are again quality checked against the design tolerances.

The Ford FE-series shaft style rocker arm assembly

PRW’s PQX Ford FE-series shaft style rocker arm assemblies cover from the 352 cu. in. engine introduced in 1958 through 428 CJ and SCJ engines last made in 1978.

The assemblies are available two rocker arm styles — extruded aluminum made from SAE 2024 alloy (p/n 3339032) or the newest style –cast stainless steel alloy rockers (p/n 3239022), made from premium grade SAE 17-4ph alloy. Both have a 1.75 ratios, and are very strong and highly durable.

Materials aside, there are many similarities between the PQX aluminum and cast stainless rocker assemblies.

Both assemblies are compatible with low-, medium-rise intakes or high-port factory heads, as well as many performance aftermarket heads, which makes these rocker arm assemblies excellent for high performance street applications, and for racing (again, where sanctioning body rules allow shaft rocker arm assemblies).  Both feature silicone-bronze bushing inserts for smooth, low friction operation, and use ball-style valve lash adjusters.

The roller tips are made from long-lasting Cr40 steel, which can withstand high rpms, high open spring pressures and the stress of high lift, long duration cam grinds.  Both rocker arm are profiled on the underside to provide additional clearance for high performance valve springs.

Both kits use the same centerless-ground chromoly steel shafts that are bored for internal oiling of the rockers.  Both systems feature CNC-machined double pedestal anodized billet aluminum end supports, billet aluminum intermediate support mounts and spacers, which ensures the entire structure is well-supported and rigid – critical to keep the valve timing geometry correct.  The shaft supports are attached to the heads with PRW’s AXS® aerospace-grade rolled thread studs and 12-point nuts.

Both kits also include shims to fine-tune the installation to the head and pushrods and two pushrod length checking tools.  Pushrods are not included in the kits, but PRW offers a wide range of its PowerPlus™ pushrods to assure the correct length for the application.  Additionally, PRW has partnered with Manton® Pushrods to market their highly regarded pushrods, which offer an extremely wide selection of pushrod types and tips for mild to ultra-high performance applications.

In addition to the shaft rockers and pushrods for the FE-series engines, PRW markets CMD Assembly Lubricant, as well as PRW’s Vibra-Titethreadlockers to ensure the proper assembly and longevity of the entire system.

 

PRW is focused upon providing the racer or street enthusiast best quality valve train product – including the needed support products – for a long-lasting, high performance end result, all at an affordable price.

Mike Purugganan Aug 10, 2018 Blog 20 Comments Read More

Finding a Solution to GM LS-1 and LS-3 Rocker Arm Problems

The arrival of the all-new General Motors LS-series engine in the late-1990s brought with it a new learning curve for the automotive enthusiast, as well as to the automotive engine service industry.

Identical only in a few areas, including the cylinder bore spacing, to the iconic small block Chevrolet that had dominated the North American automotive landscape for nearly a half century, the LS-series platform brought new directions to the company’s power plant offerings.

The engines were built to tighter tolerances and utilized many new features designed to generate greater efficiencies – delivering greater power from less displacement.  A portion of this came from the all new head design that discarded the original valve layout of the small block Chevy (middle exhaust valves next to each other) and the continuation of the reverse cooling pattern introduced on the small block LT-1 in 1992 (where cool coolant is introduced at the top of the engine); both of which improved performance efficiency.

Additionally, General Motors made changes to the valve train, including the rocker arm design.  The OEM rockers went from the familiar stamped steel design to a cast steel material, which was smaller and lighter.  This allowed for higher engine speeds, while reducing the moving mass in the valve train.

While these were improvements in efficiency, there are a shortcomings.   The trunion assembly, around which the rocker arms pivot, became subject to failure – even in everyday usage.  The trunions were made from powdered metal, and the needle bearings were “uncaptured” – meaning there was no cage to keep the bearings in place.   Additionally, the rocker arms pivot across a limited arc and the uncaptured bearings which were under the greatest stress were unable to rotate to distribute the wear like a caged needle bearing assembly.  Eventually, the strain would begin to push the bearing pack out of position.  This would lead the bearings falling out of the rocker arm assembly, and fall into the oil on the top of the head, which would lead to bearings getting into the engine’s oiling system – sometimes with catastrophic results.

The OEM rockers on the LS-1 and LS-3 heads, while lightweight, are not exceptionally stiff, and aren’t designed for sustained high RPMs, or higher performance cams and stronger valve springs.

Overcoming shortfalls in OEM design

As the LS-series engines have aged, the OEM rockers’ weak trunion design has become a problem, as the uncaptured needle bearings escaped from the rocker arms, and got into the oil galleys.  Additionally, the OEM design’s inability to allow the needle bearings to rotate around the pivot of the trunion will cause the needle bearings to wear unevenly – potentially leading to failure.

PRW Industries has developed a solution to this problem with the development of replacement trunion assemblies (p/n 1213462).  They feature a new design trunion made from a high quality alloy steel, which delivers high strength and long life.  The new design also features fully caged (secured) needle bearings, which are held in place by C-clips, preventing the needle bearings from pushing out of the trunion assembly.  The caged bearings in the trunion allow the rocker to have a full 360° rotation, allowing the bearings to rotate around the trunion’s pivot shaft, spreading the wear more evenly.

 

However, the replacement trunions take time to install – a problem for a service shop which desires to reduce the time to complete needed repairs.

Again, PRW has responded with a solution.  Recognizing the need for timely service turn arounds, and enthusiast convenience, the solution has been to marry its trunion repair kits with new, improved replacement rocker arms which are much stronger than the stock arms.

The new PRW PQX LS Alloy Rocker Arms feature a tough, cast steel alloy material which makes them ideal as an OEM replacement, as well as ideal for a mild street performance application.  The combination of the new stronger trunions, coupled with the light weight, but stronger, stock 1.7 ratio rocker arms deliver a much longer service life.  They answer the needs of automotive service centers for rocker arms which install in normal time, are affordable and have longevity for the customer.

For the performance enthusiast who wants a reasonably priced, durable rocker arm which can accept valve springs with slightly higher pressures, plus a mild street performance cam, these rockers are an ideal solution.

The PRW PQX rocker arms are available for LS1/LS2/LS6, 5.7L-6.0L engines (1997 – up) with Cathedral ports (p/n 0634617), and LS3/L92 6.0L-6.2L engines (2007 – up) with offset intake, Square Port heads (p/n 0636417).  Both part numbers include 8mm, Grade 12.9 Hex Socket Fasteners in the kit.

Affordable, durable and easy to install, the PRW PQX LS Alloy Steel Drop-In Rocker Arms provide a trouble-free solution to a problem for automotive service centers and the LS enthusiast community.

Mike Purugganan May 17, 2018 Blog 2 Comments Read More