There is nothing you can say to prevent me from replicating that genius spring tester. The guy who is gonna put my eye back in my head thanks you. As a matter of fact I have some big ol mystery truck shocks...
+Stephen Bianchi oh good lord! i actually made a video over the tester itself just for laughs that i will post up later today. it did save me the 60 bucks from having the machine shop check it and then taking a week to get back to me.
I remember my shop teacher telling us about using shims on different tracks to get a little more pressure to get a little more rpm before float on long straights
Hello my friend, I would love to know if you can tell me what's the max lift & RPMs these springs can handle, here are the springs specs: seat load 136 lbs @ 1.800'' , open 412 lbs @ 1.170'' , spring rate 438 lbs/in and coil bind 1.125'' , thanks in advance
I watched a video about a old school cafe racer builder, to get more power out of the engine he used valve springs that required less pressure to compress
+ThunderHead289 no usually par twin his theory on it is if you have a parallel twin with 4 valves and each spring is 100 pounds of pressure that's 400 pounds combined, now on a old British parallel twin the Pistons reciprocate up at the same time, one compressing the other blowing exhaust, same applies on down strokes, one cylinder is intake the other is power so in one cycle only one valve opens per cylinder one either has the exhaust open or the intake open, so if you replaced all of the springs with say 50 pound ones the engine would only have to overcome 100 pounds of pressure instead of 200 pounds per revolution which would mean that less energy is used in compressing the valve and is sent to the rear wheel
makes sense, anything v8 does not follow the same logic. your spring always has to be strong enough to be able to follow the cam lobe no matter what the engine. lighter springs will give you more low end, but you would lose valve control in the upper rpm all the same. thats just camshaft basics. luckily it cancels on a v8 engine.
There is nothing you can say to prevent me from replicating that genius spring tester. The guy who is gonna put my eye back in my head thanks you. As a matter of fact I have some big ol mystery truck shocks...
+Stephen Bianchi oh good lord! i actually made a video over the tester itself just for laughs that i will post up later today. it did save me the 60 bucks from having the machine shop check it and then taking a week to get back to me.
It's probably safer than a lot of Chinese spring compressors.
Thanks for publishing these engine tech videos. Keep them coming!
I remember my shop teacher telling us about using shims on different tracks to get a little more pressure to get a little more rpm before float on long straights
There is truth there, as long as you do not get into coil bind
Hello my friend, I would love to know if you can tell me what's the max lift & RPMs these springs can handle, here are the springs specs: seat load 136 lbs @ 1.800'' , open 412 lbs @ 1.170'' , spring rate 438 lbs/in and coil bind 1.125'' , thanks in advance
I watched a video about a old school cafe racer builder, to get more power out of the engine he used valve springs that required less pressure to compress
That's ignorant. When one valve is opening, another on an engine is closing. It pretty much cancels each other out. Unless it's a single cylinder
+ThunderHead289 no usually par twin his theory on it is if you have a parallel twin with 4 valves and each spring is 100 pounds of pressure that's 400 pounds combined, now on a old British parallel twin the Pistons reciprocate up at the same time, one compressing the other blowing exhaust, same applies on down strokes, one cylinder is intake the other is power so in one cycle only one valve opens per cylinder one either has the exhaust open or the intake open, so if you replaced all of the springs with say 50 pound ones the engine would only have to overcome 100 pounds of pressure instead of 200 pounds per revolution which would mean that less energy is used in compressing the valve and is sent to the rear wheel
makes sense, anything v8 does not follow the same logic. your spring always has to be strong enough to be able to follow the cam lobe no matter what the engine. lighter springs will give you more low end, but you would lose valve control in the upper rpm all the same. thats just camshaft basics. luckily it cancels on a v8 engine.
If I put a cam in that recommends 395 pounds open & the heads already have valve springs 430 pounds would the springs wear out the cam ?
not the cam but the lifters
@@yourmom705 thank you
Not a bad idea testing springs in a pinch. Lets take it one step further my tacking some cups onto your plate steel.