Indy People....check-in and say hi!
03-11-2011, 05:20 PM
#6301
Id rather have a shimmed, nitrided, single spring.
I'm pretty sure Damon is running a single spring on that 500+whp motor with no issues shifting above 7k rpm.
Dual springs are heavy and do not control the valve very well at high rpm. I've seen many more dual spring failures than i have singles.
I'm pretty sure Damon is running a single spring on that 500+whp motor with no issues shifting above 7k rpm.
Dual springs are heavy and do not control the valve very well at high rpm. I've seen many more dual spring failures than i have singles.
![Ethan[ws6]'s Avatar](https://ls1tech.com/forums/customavatars/avatar139269_2.gif){kind=avatar}
03-11-2011, 07:45 PM
#6303
10 Second Club
Thread Starter
iTrader: (66)
Join Date: Mar 2007
Location: Indianapolis, IN
Posts: 1,378
Likes: 0
Received 0 Likes
on
0 Posts
My oppinion still stands although I do see your point!
But to me, the dual springs are a safer way to go. And if your having valve float issues, chances are there is problems else where too that need to be addressed. Valvesprings can cause valve float, but so can many other things too!
With that said, there are some single valvsprings out there with FAR more seat pressure and better tolerances than most dbl. springs. But if you look at MOST of the professional engine builders and what they are using, MOST are using Double Valvesprings.
But to me, the dual springs are a safer way to go. And if your having valve float issues, chances are there is problems else where too that need to be addressed. Valvesprings can cause valve float, but so can many other things too!
With that said, there are some single valvsprings out there with FAR more seat pressure and better tolerances than most dbl. springs. But if you look at MOST of the professional engine builders and what they are using, MOST are using Double Valvesprings.
03-11-2011, 08:30 PM
#6304
Id rather have a shimmed, nitrided, single spring.
I'm pretty sure Damon is running a single spring on that 500+whp motor with no issues shifting above 7k rpm.
Dual springs are heavy and do not control the valve very well at high rpm. I've seen many more dual spring failures than i have singles.
I'm pretty sure Damon is running a single spring on that 500+whp motor with no issues shifting above 7k rpm.
Dual springs are heavy and do not control the valve very well at high rpm. I've seen many more dual spring failures than i have singles.
Single springs are known to be very unstable at high RPM, they see a lot of side to side motion and cause the valve stem to wobble and wear the guide even more than a large cam already does. They also reverberate and bounce back onto themselves when they return to the seat causing the valve to bounce on the seat. Also when a single spring fails you will ALWAYS have piston to valve contact. Wether it damages the valve/head/engine or not is pure luck. Yes dual springs are heavier than a single but it is weight required for performance and realiability. Kinda like the weight gained by a 9" over a 10 bolt.
I have personally seen more lower milage beehive and single springs fail than rediculously high milage dual springs that should have been changed 20k miles ago.
Keeping a valve controlled on the seat will always help make more power and IMO and from what I've read over the years a dual spring always controls the valve better at high RPM.
And it's only a matter of time befor Damon kills that engine if he's running singles.
03-12-2011, 11:43 AM
#6307
The whole Beehive spring design overall doesn't jive with me when it comes to performance anyway. The main reason the beehive springs were engineered in the first place was to help prevent resonant frequencies from occurring at certain RPM. That's a big reason people used them when the first came out. Standard springs were breaking and beehives weren't, not because they were better in strength or performance really, but because they were capable of avoiding the production of the resonance that was causing springs to fail prematurely in the first place.
03-12-2011, 10:38 PM
#6310
10 Second Club
Thread Starter
iTrader: (66)
Join Date: Mar 2007
Location: Indianapolis, IN
Posts: 1,378
Likes: 0
Received 0 Likes
on
0 Posts
I looked at pictures of mine since it's no longer with me. 
Do you guys know what it's like to NOT be with the F-Body of your life. lmao
I'm <3 Broken...
Do you guys know what it's like to NOT be with the F-Body of your life. lmao
I'm <3 Broken...
03-13-2011, 11:27 AM
#6313
Staging Lane
iTrader: (3)
Join Date: Oct 2010
Location: Indianapolis IN
Posts: 62
Likes: 0
Received 0 Likes
on
0 Posts
I saw a nice white z vert that sounded really good by the mall. Then I saw a sick black corvette with a license plate that said turboC6. Can not wait for spring!
03-13-2011, 02:43 PM
#6316
perhaps i should repeat my statement.
i've seen more dual spring failures than i have *properly set up singles.
i'm not going to argue dual vs single springs, as that is not my intention. your cam and valvetrain is the most important part of the engine once that stock setup comes out.
sorry, but throwing more money at dual springs that "drop right in" is not the right way to do it. degree the cam and correctly set up the valvetrain. this typically means shimming. any valvetrain that can be bought and bolted in is not right. there will ALWAYS be measurements to take and wipe patterns, pushrod lengths, etc to check and alter.
this is always overlooked during a cam install. oh ya, it's easy. buy a trex, install it dot to dot then buy some patriot gold duals and drop them in. attention to detail is why some setups run and others do not. this is the dif between an identical setup 123 car and a 115 car.
just my humble opinion.
i've seen more dual spring failures than i have *properly set up singles.
i'm not going to argue dual vs single springs, as that is not my intention. your cam and valvetrain is the most important part of the engine once that stock setup comes out.
sorry, but throwing more money at dual springs that "drop right in" is not the right way to do it. degree the cam and correctly set up the valvetrain. this typically means shimming. any valvetrain that can be bought and bolted in is not right. there will ALWAYS be measurements to take and wipe patterns, pushrod lengths, etc to check and alter.
this is always overlooked during a cam install. oh ya, it's easy. buy a trex, install it dot to dot then buy some patriot gold duals and drop them in. attention to detail is why some setups run and others do not. this is the dif between an identical setup 123 car and a 115 car.
just my humble opinion.
03-13-2011, 02:59 PM
#6317
Staging Lane
iTrader: (3)
Join Date: Oct 2010
Location: Indianapolis IN
Posts: 62
Likes: 0
Received 0 Likes
on
0 Posts
Yup. Black with black rims and 4 exhaust tips coming out the center of the back. I first saw him by conseco on pennsylvania and I was just messing with him tryin to make him get on it but he was driving real slow, then i was in between the concrete walls just cruising at about 70 and he blew past me at about 110 
03-13-2011, 07:27 PM
#6319
10 Second Club
Thread Starter
iTrader: (66)
Join Date: Mar 2007
Location: Indianapolis, IN
Posts: 1,378
Likes: 0
Received 0 Likes
on
0 Posts
That vette with the Black wheels is my Buddies car. It runs high 10's and it has an STS rear mount Twin Turbo Kit on it. Running on 10 lbs. of boost. It makes around 550 rwhp. if you hang out with us on the Southside much, you'll see this car in action. Here is a small video of mine and his run when I first got mine together a few years ago.
View Video on FQuick
View Video on FQuick
if you hang out with us on the Southside much, you'll see this car in action. Here is a small video of mine and his run when I first got mine together a few years ago.View Video on FQuickView Video on FQuick