Drivetrain Would anyone recommand Titanium retainers during Cam and Head Change??
Thread Starter
|
2nd Gear
Joined: Jan 2004
Posts: 74
Likes: 0
Would anyone recommand Titanium retainers during Cam and Head Change??
Hi all,
I am contemplating whether to upgrade to Titanium retainers at the same time I upgrade my Cams to Shrick 264/272 cams, together with double springs and ported n polish head.
Understood from my local workshop that titanium is strong but might wear down faster compare to stock retainers. Anyone have experience with both to advise??
Thank you for any inputs..
Cheers
I am contemplating whether to upgrade to Titanium retainers at the same time I upgrade my Cams to Shrick 264/272 cams, together with double springs and ported n polish head.
Understood from my local workshop that titanium is strong but might wear down faster compare to stock retainers. Anyone have experience with both to advise??
Thank you for any inputs..
Cheers
6th Gear
Joined: Oct 2004
Posts: 3,673
Likes: 2
From: Marsala, Sicily
Threadjack: when you coming up to Phoenix? Aren't you tired of living in Mexico?
5th Gear
Joined: May 2004
Posts: 1,088
Likes: 2
From: out and aboot
titanium retainers are not nesecary at all. Awful nice... and its one of those, if you got the dough... and you are already tearing the motor apart... go ahead...
it is mandatory if you are building a very very high reving motor 8k rpm plus.
springs and retainers are not nessecary with the schrick cam. We have been running that cam with stock valvetrain for about 15k miles beating the crap out of the car and we have never had any issues...
the spings are good insurance though... again, while you are there you might as well do them... but there isn't an impending mechanical failure in your near future if you do not do them...
some will say that there is... but i have never heard of one... and i have never experianced one...
good luck with the build
it is mandatory if you are building a very very high reving motor 8k rpm plus.
springs and retainers are not nessecary with the schrick cam. We have been running that cam with stock valvetrain for about 15k miles beating the crap out of the car and we have never had any issues...
the spings are good insurance though... again, while you are there you might as well do them... but there isn't an impending mechanical failure in your near future if you do not do them...
some will say that there is... but i have never heard of one... and i have never experianced one...
good luck with the build
Thread Starter
|
2nd Gear
Joined: Jan 2004
Posts: 74
Likes: 0
Hi Guys,,
Really appreciate all these inputs..
Only concern is whether the titanium would last as long as the stock..probably i should not be worrying about this..
Would most likely go for it with ARP bolts too..
cheers
Really appreciate all these inputs..
Only concern is whether the titanium would last as long as the stock..probably i should not be worrying about this..
Would most likely go for it with ARP bolts too..
cheers
Trending Topics
6th Gear
Joined: Aug 2004
Posts: 1,629
Likes: 7
From: Pipe Creek, Texas
Your local workshop gave you good advice to consider. The reason for the titanium retainers is to reduce weight in the valve train, always a good thing by itself, but other factors should be considered such as intended use. If the rev limit were to be raised, the upper rev range was utilized regularly, and there were lots of resources available such as time, money, tools, skills, and alternative transportation to go along with potential shortened service intervals, then titanium retainers would be performing a useful function which could be afforded. If rpm were kept at normal operating range then there is not much point. If titanium retainers are chosen then the spring should be smoothed at the contact area to avoid excessive wear.
Double springs are intended to help reduce the possibility of valve float. I tend to believe the reports that state it doesn’t occur until past the 8,000 rpm mark with the stock valve train. So, once again intended use should be considered. Whereas titanium reduces weight, double springs increase reciprocating mass, increased spring rates also speed up valve seat wear; there are always tradeoffs. It is possible the springs may help avoid a catastrophe that a flubbed shift combined with no rev limiter might produce; it’s your choice about which stop gap measures you feel more comfortable with.
The Schrick cam you chose or just because the head is disassembled shouldn’t be reasons for the alternative components.
Double springs are intended to help reduce the possibility of valve float. I tend to believe the reports that state it doesn’t occur until past the 8,000 rpm mark with the stock valve train. So, once again intended use should be considered. Whereas titanium reduces weight, double springs increase reciprocating mass, increased spring rates also speed up valve seat wear; there are always tradeoffs. It is possible the springs may help avoid a catastrophe that a flubbed shift combined with no rev limiter might produce; it’s your choice about which stop gap measures you feel more comfortable with.
The Schrick cam you chose or just because the head is disassembled shouldn’t be reasons for the alternative components.
6th Gear
Joined: Aug 2005
Posts: 1,335
Likes: 0
From: Tucson, AZ
Great info here. On a personal note, I am not planning on doing springs or retainers when I do my head/cam work and TC work this spring. I am not going to see the stratospheric rev ranges and personally think it a bit of overkill in my setting.
If you are building up a track specific car and are really pushing the valvetrain in doing this it can not be argued with. A lot of driveline stuff falls into this group too. The stock clutch and flywheel can handle high output settings, but for longevity you can consider a Spec clutch and lightened flywheels.
[Thread Jack]Justin, hopefully I will make it up there soon. We have been traveling a bunch and work has been crazy. Steve and I haven't even hung out in months and he lives down here in Mx. LOL[/Jack]
If you are building up a track specific car and are really pushing the valvetrain in doing this it can not be argued with. A lot of driveline stuff falls into this group too. The stock clutch and flywheel can handle high output settings, but for longevity you can consider a Spec clutch and lightened flywheels.
[Thread Jack]Justin, hopefully I will make it up there soon. We have been traveling a bunch and work has been crazy. Steve and I haven't even hung out in months and he lives down here in Mx. LOL[/Jack]
Thread Starter
|
2nd Gear
Joined: Jan 2004
Posts: 74
Likes: 0
Your local workshop gave you good advice to consider. The reason for the titanium retainers is to reduce weight in the valve train, always a good thing by itself, but other factors should be considered such as intended use. If the rev limit were to be raised, the upper rev range was utilized regularly, and there were lots of resources available such as time, money, tools, skills, and alternative transportation to go along with potential shortened service intervals, then titanium retainers would be performing a useful function which could be afforded. If rpm were kept at normal operating range then there is not much point. If titanium retainers are chosen then the spring should be smoothed at the contact area to avoid excessive wear.
Double springs are intended to help reduce the possibility of valve float. I tend to believe the reports that state it doesn’t occur until past the 8,000 rpm mark with the stock valve train. So, once again intended use should be considered. Whereas titanium reduces weight, double springs increase reciprocating mass, increased spring rates also speed up valve seat wear; there are always tradeoffs. It is possible the springs may help avoid a catastrophe that a flubbed shift combined with no rev limiter might produce; it’s your choice about which stop gap measures you feel more comfortable with.
The Schrick cam you chose or just because the head is disassembled shouldn’t be reasons for the alternative components.
Double springs are intended to help reduce the possibility of valve float. I tend to believe the reports that state it doesn’t occur until past the 8,000 rpm mark with the stock valve train. So, once again intended use should be considered. Whereas titanium reduces weight, double springs increase reciprocating mass, increased spring rates also speed up valve seat wear; there are always tradeoffs. It is possible the springs may help avoid a catastrophe that a flubbed shift combined with no rev limiter might produce; it’s your choice about which stop gap measures you feel more comfortable with.
The Schrick cam you chose or just because the head is disassembled shouldn’t be reasons for the alternative components.
Ahh....what you mentioned have shown me some more light to my thoughts...
Actually RELIABILITY is one major factor I would regard as my foremost..
My usage is mostly Fast Street driving daily and occasionally DRAGS sprints that pull up to 7000-7100 rpms...
At the moment my crank HP is about 231hp and I hop to get as much as i could with the head, cam and up rated internals. Wondering if these titanium retainers and double springs would do any help to achieve better reliability and efficiency in the long term?
But would again like to have a reliable car for everyday drive and ever since i got my Mini, I have been doing oil change at 6000-7000 KM.
Cheers
Thread
Thread Starter
Forum
Replies
Last Post