Network
Anybody in the LS and LT world knows that saving a buck is always a good thing, right? One of the most appealing aspects of a swap is the ability to get reliability and performance simultaneously without spending a fortune. While hunting for a killer deal on parts is great, buying low-quality knock-off parts falsely described as name-brand is a recipe for disaster. When it comes to the hydraulic roller lifters in your engine, this isn’t an area to get it wrong. Low-quality lifters can ruin all your hard work and cost thousands to repair since they’re buried in the block and by the time you know something isn’t right, it’s too late. Our friends at Michigan Motorsports gave us the rundown on LS and LT lifters to roll on down the road with peace of mind. What’s available in today’s market, what to look out for, and what lifter is suited best for your build.
The function of a valve lifter is simple. It rides on the camshaft lobes and transfers the motions of the cam lobe up through the pushrods and rockers to open and close the valves in a perfectly timed manner. Hydraulic roller-style lifters feature an internal piston assembly that’s free to move within the outer body. The hydraulic lifter uses internal oil pressure to keep the pushrod in the proper position with the valvetrain components for proper lash.
While the factory lifters are quite reliable, the increasing age/mileage on these engines as well as racers and hot rodder’s desire to raise performance has made lifter sets one of the most commonly purchased items for LS engines. The aftermarket has responded to this demand, with a myriad of lifter options becoming available from an array of manufacturers, some of those being great quality options while other options lack in the quality department and are prone to failure.
When bought in bulk direct from the manufacturer, like lifters and lifter trays, you get the same high-quality product but at bulk-buy pricing. This is how Michigan Motorsports is able to sell parts they trust at a discount.
The Infamous LS7 Lifters
First introduced in the 7.0-liter LS7 in the 2006 Z06 Corvette, the GM LS7 lifter, manufactured by Delphi, featured improvements in valving over the previous lifters like a full-skirt body to better support the roller axle. Over the next few years, GM switched to using these lifters in all of the production LS engines and they are also now the OEM replacement for all LS and LT lifters, though they are still typically referred to as “LS7 lifters.”
A technician at Michigan Motorsports inspects a fresh box of Delphi LS7 lifters to make sure they’re free of any foreign debris before packaging.
These lifters are the go-to for stock replacement applications. They also work great for mild performance applications, including the very popular lower-lift truck camshaft lineups. The Delphi lifters are made in the same UAW factory in Grand Rapids, MI that supplies lifters to GM. Michigan Motorsports purchases Delphi lifters in bulk by the pallet load to offer Delphi Lifters at a competitive price. You can identify a genuine Delphi LS7 lifter by the gold clip holding the hydraulic plunger in place. For best performance the team at Michigan Motorsports recommends setting the lifter preload at between 0.050 – 0.100 inches.
Morel Ups The Game
For those looking for something one step up above the Delphi lifters, the Morel 7717 is a popular choice that still comes in at a price that won’t blow out the bottom of your wallet. Morel Lifters are recommended for applications from stock to high RPM boost applications. They feature c-clip axle retention to reduce the possibility of the axle walking out. While it’s rare, this can occasionally happen with other lifters particularly when used in higher-stress applications, as they have a pressed-in axle. The Morel 7717 has .120” of available plunger travel which is enough to make setting up preload pretty easy. For best performance the team at Michigan Motorsports recommends setting the lifter preload at between 0.050 – 0.075 inches. Morel recommends a maximum of 180 lbs of seat pressure and 380 lbs of open spring pressure.
The three lifters on the left represent the style of lifter that can be used with the plastic composite lifter trays while the link bar lifters on the right from Johnson don’t require them.
Johnson Lifters Keep It Stable
While they are a large step up in price and quality over the previous offerings, Johnson lifters continue to gain popularity with builders as they look to push RPM and horsepower boundaries higher. You will find these LS and LT lifters in most 7,500-plus rpm boosted combinations, as well as being used by GM in the late-model COPO Camaro program. The 2110R model is very popular for those looking for superior valvetrain stability in high-performance street and race engines that still use the factory lifter guide trays.
Johnson also offers various link-bar configurations that eliminate the factory guide trays, further reducing the chance of having the lifter rotate in the bore in extreme applications. They also offer pressurized axle-oiling for high spring pressure applications and they are available in reduced travel as well as short travel models. The reduced travel 2116LSR and 2126LSR LS and LT lifters will work for the majority of applications and allow a little more leeway for getting preload dialed in on non-adjustable valvetrains.
Johnson also offers various link-bar configurations that eliminate the factory guide trays, further reducing the chance of having the lifter rotate in the bore in extreme applications.
For those maximizing performance and pushing the RPM limits of a hydraulic roller valvetrain, the short travel ST2116LSR and ST2126LSR models further reduce the oil volume under the plunger. However, it can be trickier to set proper preload on all 16 lifters without the use of adjustable rocker arms. Johnson LS and LT lifters can handle the cam lobe profiles found on the most aggressive aftermarket camshafts and each model comes with instructions that give the acceptable preload needed for the specific lifter you’re using.
The Plastic Lifter Guide Trays
With the exception of aftermarket link-bar lifter offerings, LS and LT lifters are held in place by plastic composite guide trays ensuring they remain in proper alignment with the camshaft lobes. This prevents the lifters from rotating or twisting, which is crucial for preventing major internal engine damage. One of the biggest mistakes made by the at-home builder or mechanic is reusing old and worn trays or the use of inferior aftermarket guide trays that are made from inferior plastic. This is often the cause of a lifter turning sideways on the cam which results in a catastrophic failure.
One of the biggest mistakes made by the at-home builder or mechanic is reusing old and worn trays or the use of inferior aftermarket guide trays that are made from inferior plastic. This is often the cause of a lifter turning sideways on the cam which results in a catastrophic failure.
– Tony Karamitsos, Michigan Motorsports
It is highly recommended to only use OEM lifter guide trays as they are the best quality. It is best to install the lifters into the trays first, rather than into the block so that you can ensure they are oriented properly. With a new set of trays, there should be a snug fit that requires some effort to push the lifters into the guides. It’s also important to lubricate the flat surface on the lifter and inside the guide tray where they ride against each other to prevent excessive wear on the initial startup.
Just like the Delphi lifters, Michigan Motorsports buys their lifter trays direct from the same OEM manufacturer GM uses to guarantee a quality product.
Helping With The Install
The team at Michigan Motorsports gave us valuable advice and tips when installing LS and LT lifters. The internal tolerances in a hydraulic lifter are some of the most closely machined parts in your engine, with clearances measured in the tenths of a thousandth of an inch. This makes it extremely important to pay attention to cleanliness, as any small debris can cause the lifter plunger or check valve to stick, causing lifter noise and/or poor performance. Foreign debris is also the number one cause of lifter roller and camshaft failure.
It is best practice to thoroughly clean your lifters with a lint-free cloth to remove any assembly oils and debris before installation. Note the gold retainer clip on this Delphi LS7 lifter.
Any debris getting into the small diameter needle bearings inside the roller and axle can cause them to stick and drag against the camshaft lobe rather than rolling freely. It is important to keep your work area and tools clean, only use clean oil or assembly lube on the lifters and avoid letting debris fall into the engine when cleaning gasket surfaces. If a failed lifter is being replaced, it can be especially important to try to flush out any remaining metal debris in the engine from the camshaft and roller failure which can work its way into the new lifters shortly after startup and cause noise or a premature roller failure.
Do not install the lifters in the block and then the lifter tray after. Install the lifters into the lifter trays and then install them as an assembly into the block.
Michigan Motorsports Recommended Lifter Instructions:
1. Inspect the lifters for any signs of damage to the lifter body or wheel.
2. Verify the rollers spin without any binding.
3. Wipe down the lifter body with a lint-free rag.
4. Coat the outside of the lifter with engine oil.
5. Make sure the top of the engine is clean to ensure no foreign debris can enter the lifters on startup.
6. Insert lifters into new quality guide trays and install them into the engine.
7. Set the lifter preload to the recommended specifications provided by the manufacturer.
8. Inspect the rocker arms, pushrod ends, and valve tips for excessive wear. Replace as necessary.
9. Change the oil and filter after the first 50 miles to remove any debris that may have been missed during assembly.
