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<p>Those are pretty close to the stock springs. Most likely your
engine guy is used to big American V8's with heavy valve trains. <br>
</p>
<p>I got very interested in cams and valve train dynamics when I
started racing 15 years ago. I tried to figure this stuff out
using engineering principals (always a dangerous idea). I read all
the books and a ton of SAE technical articles and have also done
calculations with valve train dynamic models. When the lash is
first taken up at speed, it causes an impact event, akin to
smacking a tuning fork with a hammer. I don't believe this
situation is accurately modeled. So, the seat pressure is
basically determined experimentally. The ramp design and valve
lash have to be very important because it determines how hard you
smack the tuning fork and can effect things like valves bouncing
off the seat at closing. All too often I have found that cams from
the usual suspects seem to disregard the idea of ramp design - see
the bottom of <a class="moz-txt-link-freetext" href="http://tildentechnologies.com/Cams/Tip_Lash.html">http://tildentechnologies.com/Cams/Tip_Lash.html</a>.</p>
<p> - Larry</p>
<div class="moz-cite-prefix">On 2/14/2017 1:55 PM, timmmurphh--- via
Fot wrote:<br>
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<p class="MsoNormal">I have 85 lbs. pressure on the intake valve
with the valve closed and it sits at a height of 1.655
inches. At .400 lift, I have 190 lbs. of pressure. We only
run to 6000 RPM with the gearing we have and the engine we
have. The valve springs are double springs and the machine
shop says they are all about the same, very consistent. What
pressures would be recommended? The machine shop thinks these
pressures are light for a 6000 RPM engine. Any advice will be
appreciated. Thanks.<o:p></o:p></p>
<p class="MsoNormal"><o:p> </o:p></p>
<p class="MsoNormal">Tim Murphy<o:p></o:p></p>
<p class="MsoNormal">1961 TR4 #317 BRG<o:p></o:p></p>
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