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Old 05-15-2009, 03:57 PM   #1
COMP461
 
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New MaxSpool 2.5++ in stock

I have a run of 100 New MaxSpool 2.5++ in stock, these are ground on new Cummins UGLS , others call them cast billet , these are exactly the same cores . The specs are 174 215

. I can also do custom grinds to each vehicles particular needs .
You can order these from the following dealers , along with MaxSpool Dual spring with Titanium retainer kits and MaxSpool pushrod guaranteed to be stronger then the competitors product .


Dr Performance 817 341 0127
Industrial Injection 801 972 0476
Pure Diesel Power 715 354 1606
Diesel Nut Motorsports 916 386 2855
 
Old 05-18-2009, 10:57 AM   #2
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Quote:
Originally Posted by COMP461 View Post
I have a run of 100 New MaxSpool 2.5++ in stock, these are ground on new Cummins UGLS , others call them cast billet , these are exactly the same cores . The specs are 174 215

. I can also do custom grinds to each vehicles particular needs .
You can order these from the following dealers , along with MaxSpool Dual spring with Titanium retainer kits and MaxSpool pushrod guaranteed to be stronger then the competitors product .


Dr Performance 817 341 0127
Industrial Injection 801 972 0476
Pure Diesel Power 715 354 1606
Diesel Nut Motorsports 916 386 2855
Thanks Greg, our number is 715-254-1833
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Old 05-18-2009, 02:09 PM   #3
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opps did I have the wrong number

Thanks guys your sure selling a lot of MaxSpool Product , , I really enjoyed watching you Truck Run at TS , which cam was in that truck.
 
Old 05-18-2009, 02:15 PM   #4
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gregg call me i need 6.0 arp's asap 1800-785-0775 scott
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Old 05-18-2009, 07:35 PM   #5
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I have plenty of 6.0 studs in stock call me in the morning
 
Old 05-19-2009, 02:18 PM   #6
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Hey thanks for the info on the 2.5++. Greg is there a run in on your cams like my brothers F1 cam had?
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Old 05-23-2009, 02:59 PM   #7
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I recommend that you use good oil with additive , but the great part about the Cummins and the generous lobes and huge lifter is that very little break in is needed , after you have warmed the engine up the first time, the surfaces are mated and ready to run. Here are a few pictures of the Cam notice the big lobes , and big base circles
I can grind this cam in any configuration need from a small towing cam, to the same car I use in 6000+ rpms Predator Truck and Break Smart Dragster , as well as Garret Shields Pure Diesel power pulling truck.


I have sent over 40 of these cams out the last week, and have another 100 getting ready to grind
 
Old 05-23-2009, 03:23 PM   #8
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Hey greg does any of your UGL come with a lift pump lobe. would you recommend a 2.5++ for someone that DD and tows alot of heavy loads or is there a different profile that you would recommend.
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01 QCLB 4x4 Bone stock

Quote of the Day:

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Old 05-23-2009, 04:22 PM   #9
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These cores have fuel pump lobes on them and can eather be ground , or not depending on the aplacation , these is no cost involved in that I eather grind the lobe off , or grind it in to a fuel pump lobe, this UGL fuel pump lobe also gives me the ability to grind more aggressive or less aggressive lobes to be in conjunction with some of the new lift pumps available.





For towing I look first at the charger or Chargers and then select the proper exhaust lobe , and then choose the corresponding Lobe separation angle .
For strict towing use I would recommend a regrind with smaller exhaust events , and the biggest intake lobe possible .



The intake lobe is the key to moving air thru the engine , and the only limit is the fitment in the engine , and the Valve spring .
The dual springs that I use in my performance application are chosen because they will cover a lot of lift , and they remain consistent thru the range of motion during the opening and closing of the valve




I have spent a great deal of time on the Sprintron with the Cummins 24valve / CR , and the main problem with the link-Bridge system like employed on the Cummins 24 valve is constants of valve spring pressure .
I tested the available springs on the market , and while they might have the same pressure at installed height. The single springs combination showed a fatal flaw , in that they were all over the map through the pressure values over the lift range .



The ovulated wire single spring has advantages , particularly on two valve applications in that this spring will fit in tight spaces . But the single spring , can not even come close to a dual spring system , just a given fact .



The only other advantage is its considerable less expensive , less then half. There are only a few manufactures in the world that wind wire in to springs . We all as Custom cam grinders draw on the same resources , from the smallest to the largest as in large cam grinders like Bullet ,Crane , or Comp cams draw on these same spring manufactures

The fatal flaw of the single spring in link-Bridge application in high performance uses , is that when one spring has more or less pressure during the cycle , the spring with less pressure lifts farther , this first rises concern for valve clearance , and the link-bridge becomes less stable , and leads to the possibility of pitching the bridge.

I can provide single ovulated wire springs for the same spring winders thou a different wholesaler for around $100.00 and still make money , I could not in good concisen do that . I started grinding cams and doing R&D on the diesel valve trains to provide the best , not the most marketable. [/B]
[B]When I first started to provide springs the going rate of a set of 24 springs was $500 to $900 for a set of springs, that I could buy in large lots for well under a $100 a set. I set my sights on providing the very best , possible , a dual spring that required a custom retainer. I started using a titanium retainer in that it was only slightly more expensive then a heat treated chrome molly piece .

These is a lot of smoke a misinformation on this and other sites by people that were in dippers when I first started working on high performance engine design. Judge for your self .

Last edited by WUnderwood; 05-24-2009 at 12:04 AM.
 
Old 05-23-2009, 04:51 PM   #10
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looking forward to running your cam and springs.
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Old 05-23-2009, 07:01 PM   #11
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I'm heading up to ZZ's this coming week, to work on three different diesel , and one Gas project , and I'll carry you springs to him , He uses a lot of springs lately in that he has quite a few heads to port , your being one of them. I can’t wait to see the first side draft ZZ manifold for a 24 valve Cummins

August the grind I have decided to do for you is a going to work well with you charger , and move a lot of air , more then likely a 187 .305 lift and a 214 exhaust on a 112 LSA and I will degree it in at 104 . This cam has worked very well in the past.
Or I could just go crazy with a 200 .375 lift intake , no don’t worry you getting what will work great.
I saw your head , and its was really looking good .
 
Old 05-23-2009, 07:09 PM   #12
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here are the new UGL's they are drilled and taped for the bolt on retainer. They have the ability to do any grind on them. This particular cam is a huge grind destine for a wild CR with a .375 intake lobe this will allow .500+ lift on a CR and combined with the new big ratio intake rockers will allow lifts in the .600 range , this lift works with some of the new designed valve seat angles that Greg and his staff head porter of developing .

Click the image to open in full size.


Click the image to open in full size.

Last edited by COMP461; 05-23-2009 at 07:16 PM.
 
Old 05-23-2009, 07:53 PM   #13
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thanks Greg.i am glad that zz's shop is boomin with work.i am picking up here also.i will post pictures of the new side draft vp manifold so you can see it on the truck.
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Last edited by duallyspeed; 05-23-2009 at 07:59 PM.
 
Old 05-23-2009, 08:50 PM   #14
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How important is it to run ZDDP additive with just a towing cam? And if one was to put valve reliefs in their pistons, would that be benifitial in a street truck? Like a truck that primarily runs the streets mostly to and from work but does quite a bit of 55+ mph runs but does also tow occasionally?
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'96 2500 4x4 5sp. 3” Full Long arm lift w/35's
ValAir DD Clutch w/ Input
DFI 5x.012’s, O-ringed, 625’s
Hamilton 178/208, pushrods, PDD street springs, S362sxe/.7WG

‘12 LML crew cab swb 4x4 RC 3.5” lift with 33’s
Anarchy tune
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Old 05-23-2009, 11:43 PM   #15
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I can whip up a big cam , that will fit with out valve relief’s , there are so many possibility’s , no more boring cams .
I have a unlimited supply of UGL’s so there is no reason to grind simple cams , that is something I never under stood about the other guys ,
 
Old 05-25-2009, 11:55 AM   #16
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hey Greg ,i know you sell springs, arp, and cams do you sell other valve train things?
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Old 05-25-2009, 03:01 PM   #17
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I also distribute Nitrous Express, The NXD 5000 controller was one of my first thoughts on diesels , that was to be able to ramp nitrous up in referance to Boost
 
Old 05-25-2009, 03:03 PM   #18
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how do the factory rockers arms hold up?
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Old 05-25-2009, 07:30 PM   #19
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The factory rockers hold up fairly well, I check them for galling when I run the valves
 
Old 05-25-2009, 08:16 PM   #20
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Greg some of the factory head bolts i pulled were crusty looking.the arp instructions say to run a tap.when i do that if there is some oil in there is that going to mess tq spec up?some people oil the threads then tq.should it be dry?
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