Texashighways
Comp Diesel Sponsor
- Joined
- Apr 9, 2013
- Messages
- 401
There are some springs inexpensive springs being sold that are billed as 110# springs but are really made for the ricer market and have 118.5# on the seat not 110#. The sad part is they have 251.5 over the nose of the 188-220.
It is a great spring and would do great if the valve stem was .080"-.100" longer or if they were run in a Neon engine that they were designed for. Then they would not be so close to coil bind. If the 188-220 is used you are literally .036" from coil bind. There is no reason that a street truck should ever be .036" from coil bind......ever. In competition engines people regularly run that close to bind, but then they also run crazy additives and change springs, once to twice a season because of fatigue and load loss. If a customer uses a 194-220, you will be .009" from the spring going solid. That is three Caucasian hairs from your valvetrain destructing. The sad thing is that as heads get better, I see people running higher lift cams. If someone was to run a 200-220 which is becoming a popular common rail cam, the spring would go solid before the cam was done lifting which would ruin your day. They are being sold as an inexpensive spring option for the 110# springs that have been designed for the 24v engine only. That is not entirely accurate.. They are 118.5# on the seat and there is no warning about how much lift they will handle before toasting your engine........ They are a good spring that is made in the USA. They are cheaper because they are made for a very popular engine and coiled in much larger lots than diesel springs. The second factor to them being so cheap is that they are coiled with round wire not ovate wire. That is why you can't run a very high lift cam like you can on ovate wire. Ovate just costs more.
It is a great spring and would do great if the valve stem was .080"-.100" longer or if they were run in a Neon engine that they were designed for. Then they would not be so close to coil bind. If the 188-220 is used you are literally .036" from coil bind. There is no reason that a street truck should ever be .036" from coil bind......ever. In competition engines people regularly run that close to bind, but then they also run crazy additives and change springs, once to twice a season because of fatigue and load loss. If a customer uses a 194-220, you will be .009" from the spring going solid. That is three Caucasian hairs from your valvetrain destructing. The sad thing is that as heads get better, I see people running higher lift cams. If someone was to run a 200-220 which is becoming a popular common rail cam, the spring would go solid before the cam was done lifting which would ruin your day. They are being sold as an inexpensive spring option for the 110# springs that have been designed for the 24v engine only. That is not entirely accurate.. They are 118.5# on the seat and there is no warning about how much lift they will handle before toasting your engine........ They are a good spring that is made in the USA. They are cheaper because they are made for a very popular engine and coiled in much larger lots than diesel springs. The second factor to them being so cheap is that they are coiled with round wire not ovate wire. That is why you can't run a very high lift cam like you can on ovate wire. Ovate just costs more.