A
Anonymous
Guest
Hi there, try this method for reference. (1) Install cams using stock timing marks. (2) Locate TDC on the degree wheel using a dial indictator or positive stop. (3) To find intake lobe center, rotate engine until you have found maximum lift using a dial indictator on the lifter. Zero indictator with cam at maximum lift. Rotate engine in reverse direction until indictator drops .040". Rotate engine in normal direction until you are at .020" below maximum lift and until you are .020" below that point. Mark or note degree wheel location. The intake lobe center is located at the point midway between these two readings. The intake lobe centerline is determined by calculating the number of degrees from your TDC reading to your lobe center reading. (4) Repeat step #3 to locate exhaust centerline. (5) You must check the following clearances: A. valve-to-piston B. valve-to-valve C. coil-to-coil D. retainer-to-guide (6) Over torqued and sloppy sprocket slotting can result in flange breakage. Porting properly will lead to huge power gains and should be the first step after carburation and exhaust modifications. Oversized valves can lead to less flow than stock if throats are not properly opened up. Flowbench and dyno testing are the key to know that modifications are improving performance. Invest in the proof and the rewards will show HP. Just my two cents worth. Dave
