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    Thread: 69 GTO Build

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    1. #10
      Join Date
      Jun 2012
      Location
      N. Shore, Ma
      Posts
      346
      Country Flag: United States

      Valve Springs

      Hey Dan, thanks for the warning on the PRC valve springs I will check them out. Bummer yours let go, hope you didn't suffer too much damage. My cam is not a super high lift but if the springs are junk I will replace them.
      Good to know about the clutch as well. I don't plan on being nice to it, so if the clutch can handle the abuse and not go up in smoke thats a good thing!



      My Dad and I used to do a few local SCCA autocross events, maybe you can test the truck out in one of those. Will be fun to surprise people with your truck, I think it should do well. Plus it will show you what you need to fix.

      Yeah my cam was made by Texas Speed on their new machine, cool to see them growing in this crappy economy!

      Here is a good valve spring quote from the guys at Comp Cams from an article on LSXTV.com
      http://www.lsxtv.com/tech-stories/en...rain-upgrades/
      "Ryan Pritcher from COMP Cams had a whole lot of input on camshaft selection as well. “Stockish cathedral port heads usually like lifts in the .580 to .600 range, but the L92 style rectangular port heads like to be just a little over .600 to about .625. You really have to look at what kind of cylinder head you are using, especially if you have a factory casting. Compare that to a good stock-style head for the GenI small block like the Vortech heads; they were capped off around .525 even with beehive valve springs. The LS heads are a 15 degree head, and they really like to move some air and breathe a lot,” he explains. “When I’m setting someone up with a new cam package, I want them to know it’s best if you do new valve springs and pushrods at the same time,” Pritcher adds. “If the lift is under .600 then we can do a beehive spring and it will be a drop-in that can use the factory locks and retainers. If the lift cracks over the .600 mark, they really need to get set up with a dual valve-spring kit with some full-steel retainers. LS guys really seem to understand that valve springs are just a necessity when doing a cam swap and they know that if they don’t, it can get really messy.”
      Eric
      Building 1969 GTO - Roadster Shop chassis, LQ9 w LS3 heads and rebuild parts from TSP, Bowler prepped Magnum T56 6 spd, 3 Link Strange 9" w Speedway Floater Hubs, Wilwood 14" F - 13" R brakes, 275.18 - 345.19
      https://www.pro-touring.com/threads/94970-69-GTO-Build




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