59cc head guys......
You guys that think that just because a cam clears that it is safe to run it need to take a basic engine building course or something.
A 228 cam will clear 59cc heads but will probably be kinda close on stock pistons.
I was running a 232/236 .585 cam (pretty much a TQv2 I believe) on some 57ish cc heads with pistons with -2cc of relief. I actually measured my clearances and I was pretty much right at your safe clearances(.080 Intake/.100 Exhaust). If I had stock pistons there probably would have been some contact.
My point is you shouldnt ask on the internet if it will fit, you need to take the measurements on your particular setup and if its too close you need to decide if you want to run it like that or you would rather change your setup slightly to give you an accepatable clearance.
A 228 cam will clear 59cc heads but will probably be kinda close on stock pistons.
I was running a 232/236 .585 cam (pretty much a TQv2 I believe) on some 57ish cc heads with pistons with -2cc of relief. I actually measured my clearances and I was pretty much right at your safe clearances(.080 Intake/.100 Exhaust). If I had stock pistons there probably would have been some contact.
My point is you shouldnt ask on the internet if it will fit, you need to take the measurements on your particular setup and if its too close you need to decide if you want to run it like that or you would rather change your setup slightly to give you an accepatable clearance.
As an example, there are many welded-chamber 59cc Patriot heads out there just like that. On the same token, you can make a 70cc head with LESS p/v clearance than a stock head if you wanted to.
The point being, just stating a chamber cc size does not tell you anything about p/v clearance. A measured valve drop dimension is far more useful in this regard.
I have 59 cc heads, and they got there by milling, and running a G5X4 cam with .040" Cometics. Yes, a recipe for disaster...I flycut .110" deep notches to achieve an actual (measured) .090" p/v clearance to the intake valve. Had I not cut, there would have been definite contact.
I agree, ALWAYS measure your actual clearance, and do what you need to do from there...just like pushrod length, doing the math to estimate p/v clearance does not work.
While your advice is correct, what you are not considering is HOW that chamber became 59cc. You CAN get a 59cc chamber without any loss of valve drop, thus not sacrificing any p/v clearance over a bone stock head.
As an example, there are many welded-chamber 59cc Patriot heads out there just like that. On the same token, you can make a 70cc head with LESS p/v clearance than a stock head if you wanted to.
The point being, just stating a chamber cc size does not tell you anything about p/v clearance. A measured valve drop dimension is far more useful in this regard.
I have 59 cc heads, and they got there by milling, and running a G5X4 cam with .040" Cometics. Yes, a recipe for disaster...I flycut .110" deep notches to achieve an actual (measured) .090" p/v clearance to the intake valve. Had I not cut, there would have been definite contact.
I agree, ALWAYS measure your actual clearance, and do what you need to do from there...just like pushrod length, doing the math to estimate p/v clearance does not work.
As an example, there are many welded-chamber 59cc Patriot heads out there just like that. On the same token, you can make a 70cc head with LESS p/v clearance than a stock head if you wanted to.
The point being, just stating a chamber cc size does not tell you anything about p/v clearance. A measured valve drop dimension is far more useful in this regard.
I have 59 cc heads, and they got there by milling, and running a G5X4 cam with .040" Cometics. Yes, a recipe for disaster...I flycut .110" deep notches to achieve an actual (measured) .090" p/v clearance to the intake valve. Had I not cut, there would have been definite contact.
I agree, ALWAYS measure your actual clearance, and do what you need to do from there...just like pushrod length, doing the math to estimate p/v clearance does not work.
also, as mentioned always check your P/V clearance. even though i knew the single pattern 224 cam would fit, still did a clay test to make sure...
happy modding...
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From: Western Burbs of Detroit
Back in 2006 I had LGs g5x3 with afr 205's 59cc
Then in 2007 the g5x3 was replaced with the g5x3vII now marketed and sold as g6x3
.040 cometics were used each time. No issues other then the cometics failed in both 2006 and 2007 with a leak from the #2 cylinder each time.
GM MLS FTW and few extra bucks in your pocket.
Then in 2007 the g5x3 was replaced with the g5x3vII now marketed and sold as g6x3
.040 cometics were used each time. No issues other then the cometics failed in both 2006 and 2007 with a leak from the #2 cylinder each time.
GM MLS FTW and few extra bucks in your pocket.
224R .581 on 114 for me as of right now...
I'm planning on upgrading to a larger cam... just not sure what's safe. I have the LQ4 so my pistons are slightly dished as well... so that should help a bit. wonder if a low 230's cam would be too much...
I'm planning on upgrading to a larger cam... just not sure what's safe. I have the LQ4 so my pistons are slightly dished as well... so that should help a bit. wonder if a low 230's cam would be too much...
Last edited by Soul TKR; Jun 12, 2009 at 10:59 PM.
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Joined: Mar 2004
Posts: 14,620
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From: BFE
Yeap, but there is always the risk of a bad weld and a chunk comming off and trashing your motor. (That is the risk on mass produced welds)
