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Go right to the source american made PAC valve springs. Change the springs has to be done or you coil bind again. 1 problem most springs today have more like 1.150 to 1.200 coil bind. Best thing that has happened to hydraulic cams of today is the behive spring, only way to cook with gas if you have hydraulic.
Last edited by Little Mouse; 03-18-2019 at 11:00 AM.
A new chevy LS like you had in your Z06 runs 100s of thousands of miles from new in both pickups and cars. The cam is real mild lobed with same 1.7 ratio rocker ratio you have, the valve springs real mild pressure behive. Open up a new hydraulic roller harley today, behive valve springs. You can go lighter on valve spring pressure with a behive. All that is a god send to any flat tappet cam. Secret to all succes mild cam and springs = longevty. New LS a perfect example and it has such great breathing heads it does not need any form of radical cam. Better the head less cam needed that simple.
Last edited by Little Mouse; 03-18-2019 at 11:18 AM.
When companies get big they get greedy for more money and arrogent. Few customers unhappy who cares plenty more suckers comming our way. My self wont buy anything from comp. PAC excelent reputation. Would go to crower any day of the week over comp. Need a superb crank american steel and machining same with rods. Need custom made steel rod no problem. CROWER. Want the best steel roller rocker or steel shaft system yep ots crower. Not nothing comp ****.
Last edited by Little Mouse; 03-18-2019 at 11:42 AM.
773ccLets say an old cat 3406 pushrod A, B or final one C owned all 3 of them. 4 very light valves per cylinder, very light valve spring pressure, cam solid lifter no silly needle bearings, shaft rocker no junk needles in it either. 750, thousand miles nothing done to head, want to run the shaft system 1 million 500 thousand miles and its still good, done that. Camsaft same 1 million 500 thousand, same with the roller lifters, mechanical fuel injection never anything done to it. Build the cam and valvetrain mild it lasts on anything. But there diesel they can throw 35 lbs of boost on for torque. Twin 135 hp lehmans im working on non turbo. 12 to 15 thousand hour engines, pushings 21, 000 lb boat.
Last edited by Little Mouse; 03-18-2019 at 12:46 PM.
1984 i bought a 80 model kw with 3406 a cat my first one. Had 5 macks before that and cummins powered freightliners. I kept the 80 kw far longer then any other truck. When i basicly parked it. The block, crank, head, camsaft, roller lifters, pushrods, shaft system, mechancal fuel injection, all gear driven accessory and cam, never changed in 1 million 500k. Every 350, 000 miles the main and rod bearings changed, three gear driven water pumps, had new sleeves, piston rod kits at 750 k miles. Mechanical fuel pump never a problem did pull it off one time the O-rings between the pump and the engine block were dripping some oil. I almost bought 10 acres but backed out. That said was going to put that truck right up front on the land as a shrine to caterpiller.
560 lb transmission i muscled them out, third memmber yep me. In 29 years macks, frieghtliners, KWs only twice i got lazy took it to a dealer. Once on KW 8 bag airide to change the center stands snd 1 time for a clutch. Had to jack up a frieghiner cab over remove the engine from the bottom, replace the crank total major on the cummins. Had 1 international CO 4000 with 2 cycle diesel. 1 white western star conventional. Assembled engines and bulit heads for a machine shop. But im not smart enough to build engines or that unbrella seals are junk on a stick.
Last edited by Little Mouse; 03-18-2019 at 01:47 PM.
about like telling gkull he has no clue how to work on a road racer or operate a dyno. Or lars knows knothing about a QJ carb aling with all his other tallents, or 427 hot rod knows nothing or crusin vette. Im sure i left some out did not look at all these rediculous amount of posts.
Last edited by Little Mouse; 03-18-2019 at 01:54 PM.
Pulled a trans back in a mack far enough to change the clutch. Truck was behind the house in a dirt alley, rolled it back on a few layers of plywood. Then i made a mistake went bought a reman clutch put in it. From that day forward early 70s. All clutches were bought new. CHANGE THE VALVE SPRINGS. Look everything over drive the car, or run the valve springs you have do the job over. The pushrod sellers will love you keep them in business. Got to go work on the lehman fords know im not smart enough to work on them but ill fake it.
Last edited by Little Mouse; 03-18-2019 at 02:36 PM.
I think he is already at the valve springs and pushrods at minimum point. Now he is starting to think heads which will then make him look at the pistons starting at him. Next it will be July, he will be in about 5k and doesn't have the engine back yet.
I think he is already at the valve springs and pushrods at minimum point. Now he is starting to think heads which will then make him look at the pistons starting at him. Next it will be July, he will be in about 5k and doesn't have the engine back yet.
Reminds me of a quote from another place on the web, "you can either put it back together and race this season or keep taking it apart and race 5 seasons from now...maybe"
He has done a leak down test. It is holding compression. Is everybody who ever bends a pushrod supposed to get the crank magnafluxed? He just bought the car. I don't think he is welding a roll bar in it to take it to the track.
Go right to the source american made PAC valve springs. Change the springs has to be done or you coil bind again. 1 problem most springs today have more like 1.150 to 1.200 coil bind. Best thing that has happened to hydraulic cams of today is the behive spring, only way to cook with gas if you have hydraulic.
Originally Posted by Little Mouse
When companies get big they get greedy for more money and arrogent. Few customers unhappy who cares plenty more suckers comming our way. My self wont buy anything from comp. PAC excelent reputation. Would go to crower any day of the week over comp. Need a superb crank american steel and machining same with rods. Need custom made steel rod no problem. CROWER. Want the best steel roller rocker or steel shaft system yep ots crower. Not nothing comp ****.
PAC springs reference post # 189
FWIW all repeat ALL those nascars w/ COMP (and others) on their fenders ... the decal package is supplied to teams by nascar along with it's explicit location template and MANDATED placement on car.
FYI ... PSI springs, Xceldyne valves & seats are among the best ... and priced accordingly.
Update.... Took the intake off.
This is crazy but the rockers are hitting the rocker covers.
I believe I have solid lifters! I took one our And I can't push it down.
Check out the pictures where the cam and lifters meet... Should the lifters overhang the cam lobes?
On a clean paper .. Take the snap ring out of lifter ... DON'T lose any parts ... carefully take lifter apart ... lay the pieces out in order ... snap a pic and post it here.
take a second, hi-res pic of face of lifter so we can see any wear pattern ... post it here.
And yes the lifter face is bigger dia than lobe face length. So it has to overhang. Rockers hitting valve covers is not uncommon.doubling up valve cover gaskets gets more room without replacing valve covers.
FWIW all repeat ALL those nascars w/ COMP (and others) on their fenders ... the decal package is supplied to teams by nascar along with it's explicit location template and MANDATED placement on car.
FYI ... PSI springs, Xceldyne valves & seats are among the best ... and priced accordingly.
these are the PAC springs Mouse is referencing. why they don't make a less stiff spring is beyond me. they say this spring design allows for less pressure cuz there is less weight up top to control. then they only sell a spring that sets up at 150 at 1.88. 400 over the nose. and needs retainers and locks to match the spring. https://www.ebay.com/itm/BBC-600-BEE...sAAOSw~uhUqE1B so close to 300 with retainers and locks. re-shimming to 2.0 or 1.95 installed height may be a way to go with these. but the 90 buck comp 911's work with existing hardware and will hold up and do the job.
Last edited by derekderek; 03-19-2019 at 08:40 AM.
The cam lobe is designed to actually rotate the lifter ever so slightly, ever time the lobe comes around. That keeps the lifter from getting a flat spot.
Now, lets hear more about the valve cover interference. Are they stamped steel? If they are strong cast aluminum that could really put a damper on (bent) pushrods.
03-18-2019, 10:56 AM
PAC springs reference post # 189
