Time to upgrade the whole valve train. I would be looking at better lifters and maybe stiffer springs.
Hey Mo arent you a Doctor or something?? Seems like you do more engine work than I do at the dealer. Actually I know you do more than I do. LOL.
yea and the doctoring thing really gets in the way of my fun at the shop . I've decided that I'm gonna stop missing my shifts. This is the second time. I'm gonna guess the first time I missed my shift a few weeks back is when I bent the valves.
so bryant took the heads off and took them to our engine builder it's hard to see but the #5 cylinder (the one on the very far left) has a shiny spot which is a deep burr from the valve hitting it this is how the car is sitting at our shop $1200 later and here are the heads with new valves and stiffer springs slightly bent rods....ehem!
bryant figured out why I misshifted twice already . . . he said I shouldn't have gotten my tattoo in reverse!
what brand heads did you go with this time?...going to replace that piston? will that ugly spot effect anything?
Just really strange that the exhaust were the ones hitting, usually it's the intakes. When the motor went together did you use the springs that came with the heads (if they came assembled) or did you buy springs when you got the cam? What ratio rocker arms are you using, std. 1.6's? It's almost like you have 1.6's on the intake and 1.7 on the exhaust. I didn't think you had that many miles on the motor to build up that much carbon..................have you ever had the motor on a chassis dyno to get the air fuel ratio down or are you running NO2? Where any of the other exhaust valves kissing the pistons other than 5 and 6?
there was only 3 valves that were not bent. the heads are afr 185s. the springs were what came with the heads. the valves got bent because the motor was mechanically over reved by shifting from 3 gear to 2nd gear at 6200-6500 rpm on a wide ratio gforce t5. i havent done the math but the rpms had to be around 8000 rpm. i talked in depth with the engine machinist about the possibility of the collapsed ring land and the possibility of a collapsed piston skirt he felt that it should be ok. the rocker ratio is 1.6 for both intake and exhaust. i believe this is the cam in mo's motor: Product Line: Trick Flow® Track Max® Hydraulic Roller Camshafts for Ford 5.0L Part Type: Camshafts Cam Style: Hydraulic roller tappet Basic Operating RPM Range: 2,500-6,000 Intake Duration at 050 inch Lift: 224 Exhaust Duration at 050 inch Lift: 232 Duration at 050 inch Lift: 224 int./232 exh. Advertised Intake Duration: 293 Advertised Exhaust Duration: 290 Advertised Duration: 293 int./290 exh. Intake Valve Lift with Factory Rocker Arm Ratio: 0.542 in. Exhaust Valve Lift with Factory Rocker Arm Ratio: 0.563 in. Valve Lift with Factory Rocker Arm Ratio: 0.542 int./0.563 exh. Lobe Separation (degrees): 112 Computer-Controlled Compatible: No Grind Number: HR-236/359-2S1-10 Valve Springs Required: Yes Camshaft Manufacturers Description: Street/strip; fair idle, good midrange power, 2,500-3,000 rpm stall converter or 5-speed. 3.55 and higher gear. Calibrated mass airflow meter required. Compression 9.5:1 minimum. yes mo does use n2o. he does a ton driving. i would estimate that he has 15,000 to 20,000 miles on that motor.
I'm surprised the thing still ran! If this happens again he should consider an automatic trans! What type of piston is that in there? Is this a 302 or 347? (last two questions just my curiosity)
the engine is a 331 and I believe they are probe pistons dished so it's about an 8.7:1 compression. I'm guessing I will set my rev limiter to 5800?
bryant cleaned the surfaces with a grinding wheel and I cleaned it with a cleaner bryant cleaned up the bolts
