Join Date: Jan 2006
Location: 1231 Upper Trace, Owensboro,KY 42303
Mentioned: 0 Post(s)
Tagged: 0 Thread(s)
Quoted: 0 Post(s)
For just about all the heads I do, I have an large assortment of R&D valves. These are stainless steel valves that I mock-up with and check for the proper depth of the valve job, etc. I use a height mike on the spring side and see how far off I am from the installed height I'm wanting. I like to use standard height locks, retainers, seat cups & etc. during this mock-up process. Then after I do the math and determine what is the proper length valve to order, I fill in the blueprint specs for those valves and fax them in to Victory 1 for the correct titanium valves. I hate to make a $2,000 mistake in regards to valve length, and all titanium custom valves are non-returnable, regardless of the manufacturer.
If we are really plowing new ground, then I send the complete head off to Wilfred at W.W. Engineering for him to determine the proper rocker stands for the shaft mounted rocker stuff. W.W., Jesel, and T&D all have some little geometry checking fixtures, in order to determine the proper amount of shims, (if any) to have under the stands.
It was Wilfred's suggestion that we start using the longer 1750 bodies (shaft mounted rockers) instead of the older 1650 bodies like the other guys use, on the new style 18 bolt TFS A-460 heads. Therefore when Lem and I made the proposed changes and upgrades to TFS, one of the changes was that we slotted the pushrod holes +.275 up towards the intake manifold. This provided the necessary pushrod clearance for the longer shaft mounted rocker arms. The longer bodies are better with the higher lift camshafts.
Yes, Lawes has used the captured lock NASCAR stuff in some of his engines. The main thing I'd like to stress is that anybody running titanium valves in todays world with these killer valve spring pressures, is that they should be using the radius groove or as Manley calls it the Bead-Loc groove keepers and valves. The old traditional square groove stuff for the locks, causes a stress riser and they will break from the corner of the groove, up to the post hole for the hardened tip. I've got some torn up and trashed parts here to show anybody that doesn't believe this.
The truck pullers seem to be harder on the valve train than most any of the drag racing boys, and as we all know they hold those engines between 8,000 to 9,000+ rpm for 18 seconds. IMO any serious truck puller must run titanium valves. I've seen some try to run stainless steel valves, and depending on valve weight, camshaft lobe specs, valve springs and etc., those engines get into valve float around 7,500 rpm or so.
Hope this helps,