piston to valve clearance question - Team Camaro Tech
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post #1 of 3 (permalink) Old Jun 2nd, 15, 09:56 AM Thread Starter
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Andy
 
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piston to valve clearance question

I am building a 383 for my 69 C/10 and am putting a 5 CC dual valve relief flat top piston in it. The block is not decked and I will be using a set of 64CC 195 profiler heads. My question is, it should possible to bring #1 piston to top dead center, put the lighter tension checker spring on the intake and exhaust valves, and see what the maximum travel of the valve is before I buy a camshaft? In other words, for example, I have a total max travel of .650" from the time the valve is seated in the head until it contacts the piston face. I wouldn't think it would be hard to do? I was curious if that could be done so that I knew what camshaft lift would be my theoretical max when factoring in the clearance necessary for the intake and exhaust valves so that I wouldn't have problems after purchasing a camshaft. I guess I'm trying to be preventative here.

1967 Camaro SS: 406 sbc, 522hp/514 ft lbs, Doug's 1 3/4" headers, M20, posi, 3.73's, vintage air gen IV, IROC steering box, Comp Eng. weld-in sfc's & traction bars, chrome US Mags

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post #2 of 3 (permalink) Old Jun 2nd, 15, 10:13 AM
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Dave
 
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Re: piston to valve clearance question

The valves come closest to the piston at 12 degrees before TDC for the intake and 10 degress ABDC for the exhaust valve.

Stay below 0.436" inch of lift and you should be fine with an LSA of 110 to 112 degrees and a duration at 0.050" inch of valve lift of 214 to 220 degrees even with your 0.015" stamped steel head gasket. Actually you should be checking the RV pages for cams for your pick-up. Short duration high lift cams that build a lot of mid range grunt for towing.

No one ever does this because they are all building Pro Comp cars for daily drivers. But trust me those figures would yeild great power numbers that would have you on the cover of Hot Rod back in the eighties before bigger aftermarket aluminum heads became popular. You want a high broad torque curve for driving on the street, not a Christamas tree peaked horsepower number dyno curve that everyone thinks makes their car the king of the street.

Of course if you are building a ProComp car you will need a much more radical cam, valve train and an entirely different engine altogether.

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post #3 of 3 (permalink) Old Jun 2nd, 15, 11:37 AM Thread Starter
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Andy
 
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Re: piston to valve clearance question

The truck is a hot rod type vehicle. Not a daily driver, and it already has a 3,000 converter in it. I'll be putting 3.73s in the rear after getting the motor in it. The heads don't fall begin falling off until after .600" lift. I'm putting a roller camshaft in it and want to take full advantage of what the heads have to offer. I think 500 hp out of the combo is easily within reach.

1967 Camaro SS: 406 sbc, 522hp/514 ft lbs, Doug's 1 3/4" headers, M20, posi, 3.73's, vintage air gen IV, IROC steering box, Comp Eng. weld-in sfc's & traction bars, chrome US Mags

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