Editing Valve spring tech

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[[File:Spring clearance diagram1.jpg|thumb|upright=3|Valve spring clearances. Seal to retainer may be less in some cases]] 
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==Overview==
This article will show how to set up the valve spring installed height to prevent coil bind and check/correct the clearance at the valve guide boss/seal and the valve spring retainer. Only simple hand tools will be required so that most anyone can do this at their home garage.

==You will need:==
#A 6" to 8" length of small diameter welding rod or clothes hanger wire
#Wire cutters 
#Caliper or 0"-2" micrometer 
#Feeler gauge pack
#Bench-mounted vise
#A buddy on hand to help
#Bench grinder or hand-held file
#Needle-nose pliers
 
==Procedure==
*Using the installed height of the outer spring given with the springs, cut a piece of welding rod or clothes hanger wire to that length. Round both ends of the wire on a grinder, or with a hand-held file. 

*Install a valve with retainer and keepers. Use a heavy grease to hold the keepers in place. Pull on the retainer while twisting clockwise and counter-clockwise slightly to seat the assembly, pressing down on the valve face with your other hand to prevent the valve from rotating. 

*Hold the wire with needle-nose pliers and position it between the outer spring pocket and outer step on the retainer. 

*Have a buddy use a feeler gauge to measure the gap between the wire and the retainer. This will tell you the shim thickness you'll need to achieve the correct installed height. Mark a single ring around one end of the wire with a felt-tip marker, to identify the wire later. 

*Cut another wire to length, so that it fits between the inner spring pocket and the inner step of the retainer. Mark two rings around one end of the wire with a felt-tip marker.

*Subtract theoretical valve lift from installed height. For simplicity, let's say the installed height is 1.700" and the theoretical valve lift is 0.500". Cut a third wire to 1.200" and mark it with three rings. 

*Place the outer spring in a vise along with whatever thickness of shims you determined you will need (within +/- 0.015" is close enough tolerances). Holding the three-ring wire with needle-nose pliers and the wire parallel with the spring in the vise jaws, compress the spring down to the length of the wire. 

*Insert a 0.010" feeler gauge blade between the spring coils at 5 positions along the spring. If the feeler gauge goes in without interference at all positions, you're good to go with the outer spring.

*Measure the length of the two-ring wire with a caliper or 0-2" micrometer. Subtract theoretical valve lift. Cut the wire to this new length. Place the inner spring in the vise (no shims). Holding the two-ring wire parallel with the spring, compress the spring down to the length of the wire and repeat with feeler gauge. If it clears at all 5 positions, you're good to go with the inner spring. 

*Disassemble the retainer/keepers. Install the correct shim thickness you will use. Reassemble retainer/keepers. Holding the one-ring wire with pliers on the spring shim/shims at the outer step, open the valve until the retainer outer step contacts the wire. This will place the retainer at the full valve lift position. Verify 1/16" to 1/8" clearance between the valve guide and the bottom of the retainer. If seals are installed, you're good to go. If seals are not installed yet, allow for their height above the guide.

*If the clearance is insufficient, different retainers or keepers (available in +0.050" size) can be used to correct it, or you can cut the valve guide bosses to correct the issue. An alternative is to use longer valves, just remember that using longer valves will alter the installed height of the valve spring. Most valves are available with stems that are 0.050" or 0.100" longer than factory specification. Adjust your shim thickness accordingly.

==Valve spring rate==
;From Crane<nowiki>:</nowiki>
<blockquote>
The rate of a spring is the force necessary to compress (or deflect) the spring
a specified distance. For example, if we say that a spring has a rate of 250 lbs.
per inch (250 #/in.), it will take 250 pounds of force to compress the spring
1 inch. Fortunately, valve springs are coil springs, and coil springs are easy to
understand because they have an almost linear spring rate. In other words, if it takes 400 lbs. to compress a spring 1 inch, it only takes 100 lbs. to compress the spring 0.250 in., 200 lbs. to compress it 0.500 in., and 300 lbs. to compress it 0.750 in. Some people refer to spring rate as “stiffness”, and it is the understanding of this spring characteristic that is most important in selecting and setting up springs on an automotive cylinder head. <br><br>
Frequently a taller, softer spring is a better choice for a performance application
than a short, stiff spring.<br><br>
Consider the following possibility:
A vehicle owner wants to use a 0.520" valve lift camshaft in an application
and is considering different valve springs.<br>
Spring A has an installed pressure of 125# at 1.750" installed height and has
a rate of 280#/in.<br>
Spring B has an installed pressure of 115# at 1.750" installed height with a
rate of 410#/in.<br>
At 0.520" lift, Spring A has an open pressure of 271# (this is 125# of seat pressure
plus [0.520" x 280#/in] = 146# from spring compression). At 0.520" lift,
Spring B has an open pressure of 328# (this is 115# of seat pressure plus
[0.520" x 410#/in] = 213# from spring compression). Both of these springs would work on a street performance application requiring good performance and reliability. However, Spring A with a lower open pressure of 271# could probably be used on a cylinder head with pressed in rocker studs; while Spring B would definitely require screw in studs for adequate reliability. Spring B would probably provide better performance above 6000 RPM (especially with relatively heavy valves) because of its higher open pressure of 328#. Spring A would probably idle a little smoother with higher vacuum, especially if a high pressure oil pump or thicker oil is used. This is
a result of Spring A's higher seat pressure of 125#.<br><br>
As you can see from the example above, there are often different springs that can offer different benefits on the same cam profile. Spring A offers good performance over a wide RPM range at a lower total valvetrain cost (this assumes that the
heads were not machined for screw in studs). Spring B offers the possibility of somewhat improved performance beyond 6000 RPM. The vehicle owner needs to decide what he wants from his vehicle and what he wants to spend.<br><br>
In all-out racing, we frequently see the need for different springs on the same lobe profile depending on the anticipated RPM range. Frequently, circle track racers will run two different tracks with the same engine but with different rear end gearing. Often there can be as much as 500-700 RPM difference in the top end engine speed between the two tracks. It is not uncommon to find that the car runs better on the track with the lower peak RPM using a spring with a lower seat pressure and softer rate. At the track where the engine runs to the higher speed, the engine needs more seat pressure and a stiffer spring rate. Every combination of engine, chassis, and track is different. Significant performance improvements can often be achieved by experimenting with valve springs. If you aren’t paying attention to your springs, the guy winning most of the races probably is!
</blockquote>

==Choosing valve springs==
;From Crane<nowiki>:</nowiki>
<blockquote>
With the many choices of aftermarket cylinder heads, most with longer-than-stock length valves, the recommendation of a specific spring for a specific cam is almost impossible. It is now necessary to select the spring that will best fit the cylinder head configuration. We offer the following as general guidelines only:
#Flat tappet street and street/strip '''seat''' pressures:
##Small Block: 105-125# seat pressure
##Big Block: 115-130# seat pressure. Big block applications need higher seat pressures due to their larger, heavier valves.
#Flat tappet street and street/strip '''open''' pressures:
##Open pressures should not exceed 330# open pressure (sustained after spring break-in for acceptable cam and lifter life.
##Open pressures should be a minimum of 220# for applications up to 4000 RPM.
##For good performance above 4000, open pressures should be at least 260# with stock weight valves. Lightweight valves require less open spring pressure.
##Open spring pressures over 280# can cause pressed-in studs to come loose. Therefore, we recommend screw-in studs for open pressures above 280#.
#Hydraulic roller cams require higher seat pressures to control the heavier roller tappets and the more aggressive opening and closing rates available to roller cam profiles.
##Small block applications: 120-145# seat pressure
##Big block applications: 130-165# seat pressure
#Hydraulic roller cams require higher open pressures to control the high vertical opening inertia of the heavier roller lifters.
##Small block applications need at least 260# for general performance applications up to 4000 RPM.
##Moderate performance small block applications like 300-360# open spring pressure.
##Serious small block applications can tolerate 400-425#* open pressures and still expect reasonable valve train life when top quality springs, pushrods, and lubricants are used.
##Big Block applications need at least 280# for general performance applications up to 4000 RPM.
##Moderate performance big block applications like 325-375# open spring pressure.
##Serious big block performance applications can tolerate 450#* open pressure and still expect reasonable valve train life when top quality springs, pushrods, and lubricants are used.<br>Note: Open pressures in excess of 360# require the use of roller tappet bodies made of billet steel. Crane hydraulic roller and solid roller tappets are made from heat treated steel billet to withstand the stresses of high-performance use. Most stock hydraulic roller tappet bodies are made of cast iron and cannot tolerate high spring loads.<br>
#Mechanical roller cam and lifters are generally used in serious street/strip and full competition applications. Mostly not used in daily drivers where day-in/day-out reliability is necessary. Instead, solid roller cams are intended for maximum performance/competition. Generally these cams are designed with very aggressive opening and closing rates. High seat pressures are necessary to keep the valves from bouncing when they come back to the seat. The high spring pressures require the use of high strength, one-piece valves. However, Crane does offer the SR-Series of Street Roller camshafts intended for daily usage.<br>
##Seat pressure is determined by valve/retainer weight, engine RPM and life expectancy of components before replacement is required. <br>
###Milder roller cams require 165# on the seat as an absolute minimum. <br>
###180-200# is common for most modest performance applications. <br>
###220-250# is common for most serious sport categories and some circle track professional categories. <br>
###Pro-Stock and Blown Alcohol/Fuel drag applications use as much as 340-500# on the seat.<br>
##Open pressure need to be high enough to control the valvetrain as the lifter goes over the nose of the cam. Ideally, the minimum amount of open pressure to eliminate or minimize valvetrain separation is desired. Any excess open pressure only contributes to pushrod flex, which can aggravate valvetrain separation. For serious racing applications this can be determined only by experimentation and track testing. For general guidelines we offer the following:<br>
###Street/strip performance with long cam/lifter life desirable, 350-450# open.
###Circle track and moderate bracket racing 450-600# open.
###Serious drag racing and limited distance circle track racing 600# and up.

==Resources==
*[[Media:Crane pdf.pdf|About Valve Springs]]: Crane valve spring catalog and specs
;Crankshaft Coalition wiki articles
*[[Valve train points to check]]
*[[Adjusting hydraulic lifters]]
*[[How to prep and start a rebuilt engine]] 
*[[Identifying camshafts]]

;Hotrodders forum threads
*[http://www.hotrodders.com/forum/difference-measured-vs-calculated-coil-bind-clearance-192254.html?highlight=between+single+coil Valve spring coil bind]
*[http://www.hotrodders.com/forum/rocker-arm-199353.html Valvetrain geometry]

[[Category:Engine]]
[[Category:Camshaft]]
[[Category:Cylinder head]]