Joined the Dropped Valve Club AGAIN!!! How? UPDATE
01-10-2011, 01:46 AM
#1
Joined the Dropped Valve Club AGAIN!!! How? UPDATE Well, back in august, i dropped a valve in cylinder #8 in my SOM bitch. (Carnage can be seen here:https://ls1tech.com/forums/generatio...l#post13804872)
Now, tonite my wife calls and says her car made a loud clicking sound, and she killed it as fast as she could. I tried to start it, to see what was going on, and sure enough LOUD ticking.
Started by pulling the valve covers, like the last go round.. Drivers side was ok.... But the passenger side, not so much. The rear most spring was broken, just like my previous failure.
Now im pretty sure the last break was a worn out 918, but this one seems different. The rocker arm was actually wedged against the rocker bolt, in the open position? Could this happen with just a spring failure, or is it possible a lifter broke?
EDIT: first failure was original motor in my car, 224r, worn 918s, cylinder number 8
This failure, original motor in my wife's car, TSP 231/237, 918s, cylinder number 8.
Both sets of springs were installed by the previous owners of each car.
Ill be sure to post pics this time around as well...
this is the last thing i need right now.
UPDATE: Here's some pics of the spring, and rocker arm.. The sides of the rocker are pushed out on both sides, but i havent lost any needle bearings.The one on the left is the rocker from the failed spring.
Now, tonite my wife calls and says her car made a loud clicking sound, and she killed it as fast as she could. I tried to start it, to see what was going on, and sure enough LOUD ticking.
Started by pulling the valve covers, like the last go round.. Drivers side was ok.... But the passenger side, not so much. The rear most spring was broken, just like my previous failure.
Now im pretty sure the last break was a worn out 918, but this one seems different. The rocker arm was actually wedged against the rocker bolt, in the open position? Could this happen with just a spring failure, or is it possible a lifter broke?
EDIT: first failure was original motor in my car, 224r, worn 918s, cylinder number 8
This failure, original motor in my wife's car, TSP 231/237, 918s, cylinder number 8.
Both sets of springs were installed by the previous owners of each car.
Ill be sure to post pics this time around as well...
this is the last thing i need right now.UPDATE: Here's some pics of the spring, and rocker arm.. The sides of the rocker are pushed out on both sides, but i havent lost any needle bearings.The one on the left is the rocker from the failed spring.
Last edited by NVR_SPDS; 01-26-2011 at 10:31 PM.
01-10-2011, 08:16 AM
#4
9 Second Club
iTrader: (11)
Join Date: Oct 2007
Location: South Ga
Posts: 1,828
Likes: 0
Received 0 Likes
on
0 Posts
So if I read this correctly the same head on the same side and the same valve dropped again? Sounds like a geometry problem with that head, probably was ok with stock pressure springs and stock rpm but when the added pressure of the 918s and I'm sure you upgraded to an even better spring after the first failure and added rpm the head wasn't happy. Without knowing more details that's my guess....
Trending Topics
01-10-2011, 05:41 PM
#10
TECH Apprentice
iTrader: (2)
Join Date: Jan 2011
Location: Los Angeles, CA
Posts: 357
Likes: 0
Received 0 Likes
on
0 Posts
Yeah, the old design 918's were pretty iffy after a lot of miles.. The new revision 918's should be GTG though.
Patriot doubles would be another good choice, but I personally prefer the new 918's.. They control the valve well, have very little heft to them and provide good pressure.
Patriot doubles would be another good choice, but I personally prefer the new 918's.. They control the valve well, have very little heft to them and provide good pressure.
01-10-2011, 07:12 PM
#11
Yeah, the old design 918's were pretty iffy after a lot of miles.. The new revision 918's should be GTG though.
Patriot doubles would be another good choice, but I personally prefer the new 918's.. They control the valve well, have very little heft to them and provide good pressure.
Patriot doubles would be another good choice, but I personally prefer the new 918's.. They control the valve well, have very little heft to them and provide good pressure.
01-11-2011, 07:27 PM
#18
Well, back in august, i dropped a valve in cylinder #8 in my SOM bitch. (Carnage can be seen here:https://ls1tech.com/forums/generatio...l#post13804872)
Now, tonite my wife calls and says her car made a loud clicking sound, and she killed it as fast as she could. I tried to start it, to see what was going on, and sure enough LOUD ticking.
Started by pulling the valve covers, like the last go round.. Drivers side was ok.... But the passenger side, not so much. The rear most spring was broken, just like my previous failure.
Now im pretty sure the last break was a worn out 918, but this one seems different. The rocker arm was actually wedged against the rocker bolt, in the open position? Could this happen with just a spring failure, or is it possible a lifter broke?
EDIT: first failure was original motor in my car, 224r, worn 918s, cylinder number 8
This failure, original motor in my wife's car, TSP 231/237, 918s, cylinder number 8.
Both sets of springs were installed by the previous owners of each car.
Ill be sure to post pics this time around as well... this is the last thing i need right now.
Now, tonite my wife calls and says her car made a loud clicking sound, and she killed it as fast as she could. I tried to start it, to see what was going on, and sure enough LOUD ticking.
Started by pulling the valve covers, like the last go round.. Drivers side was ok.... But the passenger side, not so much. The rear most spring was broken, just like my previous failure.
Now im pretty sure the last break was a worn out 918, but this one seems different. The rocker arm was actually wedged against the rocker bolt, in the open position? Could this happen with just a spring failure, or is it possible a lifter broke?
EDIT: first failure was original motor in my car, 224r, worn 918s, cylinder number 8
This failure, original motor in my wife's car, TSP 231/237, 918s, cylinder number 8.
Both sets of springs were installed by the previous owners of each car.
Ill be sure to post pics this time around as well...
this is the last thing i need right now.2nd... 918's may be rated to .600, but it doesnt mean you can push it to that... both your cams are in the .58x range.. thats not enough room for comfort... should have gone with a .625~.650 spring.
3rd... staying with the springs that were installed by a previous owner is a bad choice... you have no idea of how many actual miles are on them, and with a close to rated lift cam, that would have been the 2nd thing I changed after I did an oil change.
the only way to know if a lifter broke would be to tear down the motor and look. and even then, its still just a guess if the lifter caused the failure or if the lifter failure was caused by something else breaking first.
01-11-2011, 11:29 PM
#19
First off.. you had a failure with a 918...and you didnt go doubles the second time?
No, on my motor i stepped up the springs when my motor let go. It has AFR 205s with the correct springs, and their 224/228 cam now. This time around, i didnt take chances. The motor i bought (new to me) was assembled by a great shop, i did not touch a single internal part.
2nd... 918's may be rated to .600, but it doesnt mean you can push it to that... both your cams are in the .58x range.. thats not enough room for comfort... should have gone with a .625~.650 spring.
I know it, Ive been doing alot of research since my failure, and have been told that the 231/237 has a pretty lazy ramp rate, so 918s should work. Ive never even pulled a rocker cover on my wife's car until now. I didnt know mileage was an issue until mine failed.
3rd... staying with the springs that were installed by a previous owner is a bad choice... you have no idea of how many actual miles are on them, and with a close to rated lift cam, that would have been the 2nd thing I changed after I did an oil change.
I didnt know that at the time. I came from a lid/catback 02 WS.6(wife's) and i had a pullied 04 F150 Lightning, when we got these cars.
the only way to know if a lifter broke would be to tear down the motor and look. and even then, its still just a guess if the lifter caused the failure or if the lifter failure was caused by something else breaking first.
No, on my motor i stepped up the springs when my motor let go. It has AFR 205s with the correct springs, and their 224/228 cam now. This time around, i didnt take chances. The motor i bought (new to me) was assembled by a great shop, i did not touch a single internal part.
2nd... 918's may be rated to .600, but it doesnt mean you can push it to that... both your cams are in the .58x range.. thats not enough room for comfort... should have gone with a .625~.650 spring.
I know it, Ive been doing alot of research since my failure, and have been told that the 231/237 has a pretty lazy ramp rate, so 918s should work. Ive never even pulled a rocker cover on my wife's car until now. I didnt know mileage was an issue until mine failed.
3rd... staying with the springs that were installed by a previous owner is a bad choice... you have no idea of how many actual miles are on them, and with a close to rated lift cam, that would have been the 2nd thing I changed after I did an oil change.
I didnt know that at the time. I came from a lid/catback 02 WS.6(wife's) and i had a pullied 04 F150 Lightning, when we got these cars.
the only way to know if a lifter broke would be to tear down the motor and look. and even then, its still just a guess if the lifter caused the failure or if the lifter failure was caused by something else breaking first.
