COMP461
Comp Diesel Sponsor
- Joined
- Apr 23, 2006
- Messages
- 4,009
Over the past 25 years, I have been intimately involved in many competitive engine development programs, Specifically camshaft and valvetrain components. These programs ranged from 12,000 RPM Competition Eliminator small block screamers , to Pro Stock truck and Pro Stock .
I took on the task, of developing competitive diesel power plants 6 years ago, with a Cummins powered Jerry Bickel Pro Stock truck , partner with Dr Performance, and succeeded in and make it, the fastest diesel Truck on the planet at that time recording the first 9 second pass , and 8 second pass in a diesel powered pick up.
The first task, was to improve air flow thru a cylinder head, that was impossibly too small. While the cylinder head development program moved on , I went to work on valve train improvements . A serious cam program was necessary, I looked at the current cam offerings, and then employed the tools, I had used, on other programs over the years. These tools included Extensive use of comprehensive data logging systems.
The data made it clear that a diesel engine, would not allow the typical cam timing events that moved air in a gasoline engine.
The diesel engine made power by keeping the seat timing events ( .006 lift )as short as possible, and yet have generous area under the curve. represent by the timing numbers at .200 lobe lift .
This required fast acting cam profiles , not a problem, the 5.9 Cummins has 54.5 mm cam journals and huge base circle on the cam, this and the huge mushroom tappets allowed cam profiles that were just what was needed. The push rods are straight up and down so that area was more then capable of the task ahead.
In developing the dual spring system , I spent time on the Sprintron with the Cummins 24valve / CR . One of the main problem with the link-Bridge system employed on the Cummins 24 valve is that consistency of valve spring pressure thru the lift range is critical. If one springs is not exactly the same thru the entire lift cycle, the spring with less pressure allows that valve to lifts farther , this first rises concern for valve clearance , and then the link-bridge becomes less stable , and leads to the possibility of pitching the bridge
I have done extensive testing , to including all the available single springs on the market.
First , the inexpensive single spring combination showed a fatal flaw, that becomes painfully apparent as RPM , lift rate , and boost increase . This even included the beehive ovulated wire springs . These are great on a single application, where spring pocket space is at a premium , and cost is the main motivating factor.
These springs are considerable less expensive , less then half. There are only a few manufactures in the world that wind wire into springs ....... We all as Custom cam grinders draw on the same resources , from the smallest to the largest , like Bullet , or Comp cams draw on these same spring manufactures,
I could provide single ovulated wire springs for the exact same spring winders thou a different wholesaler , for around $100.00 and still make money.
I could not in good conscious do that . I decided to take the high road, in that I started grinding cams and doing R&D on diesel valve trains to provide the best , not the most marketable.
When I first started to provide springs the going rate of a set of 24 springs was $500 to $900 a set , these same springs could be bought 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 . A single spring , can not even come close to a dual spring system , that is just a given fact .
I provide the best possible parts ,
I have 4 of the new Spring Changers, that Greg at ZZ custom Fabrications designed and manufactors ready to loan out to people wanting the very best possable parts .
here is a older picture , I ship them out as fast as the come in , so I never seem to get time to take pictures
I took on the task, of developing competitive diesel power plants 6 years ago, with a Cummins powered Jerry Bickel Pro Stock truck , partner with Dr Performance, and succeeded in and make it, the fastest diesel Truck on the planet at that time recording the first 9 second pass , and 8 second pass in a diesel powered pick up.
The first task, was to improve air flow thru a cylinder head, that was impossibly too small. While the cylinder head development program moved on , I went to work on valve train improvements . A serious cam program was necessary, I looked at the current cam offerings, and then employed the tools, I had used, on other programs over the years. These tools included Extensive use of comprehensive data logging systems.
The data made it clear that a diesel engine, would not allow the typical cam timing events that moved air in a gasoline engine.
The diesel engine made power by keeping the seat timing events ( .006 lift )as short as possible, and yet have generous area under the curve. represent by the timing numbers at .200 lobe lift .
This required fast acting cam profiles , not a problem, the 5.9 Cummins has 54.5 mm cam journals and huge base circle on the cam, this and the huge mushroom tappets allowed cam profiles that were just what was needed. The push rods are straight up and down so that area was more then capable of the task ahead.
In developing the dual spring system , I spent time on the Sprintron with the Cummins 24valve / CR . One of the main problem with the link-Bridge system employed on the Cummins 24 valve is that consistency of valve spring pressure thru the lift range is critical. If one springs is not exactly the same thru the entire lift cycle, the spring with less pressure allows that valve to lifts farther , this first rises concern for valve clearance , and then the link-bridge becomes less stable , and leads to the possibility of pitching the bridge
I have done extensive testing , to including all the available single springs on the market.
First , the inexpensive single spring combination showed a fatal flaw, that becomes painfully apparent as RPM , lift rate , and boost increase . This even included the beehive ovulated wire springs . These are great on a single application, where spring pocket space is at a premium , and cost is the main motivating factor.
These springs are considerable less expensive , less then half. There are only a few manufactures in the world that wind wire into springs ....... We all as Custom cam grinders draw on the same resources , from the smallest to the largest , like Bullet , or Comp cams draw on these same spring manufactures,
I could provide single ovulated wire springs for the exact same spring winders thou a different wholesaler , for around $100.00 and still make money.
I could not in good conscious do that . I decided to take the high road, in that I started grinding cams and doing R&D on diesel valve trains to provide the best , not the most marketable.
When I first started to provide springs the going rate of a set of 24 springs was $500 to $900 a set , these same springs could be bought 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 . A single spring , can not even come close to a dual spring system , that is just a given fact .
I provide the best possible parts ,
I have 4 of the new Spring Changers, that Greg at ZZ custom Fabrications designed and manufactors ready to loan out to people wanting the very best possable parts .
here is a older picture , I ship them out as fast as the come in , so I never seem to get time to take pictures