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Due to the variable timing on the intake cam in the K-series motor, a special procedure must be followed in order to properly check the clearances in the motor. Overall, the steps are very similar to checking the clearances in a non-variable timing motor except that the process must be repeated starting at the most conservative cam gear settings and incremented until the maximum limits of camshaft advance/retard are found.

The first step is to install the 4 valves in a single cylinder with the lightest valvespring available. I used only the inner spring from the Skunk2 Pro Series valvesprings employed in my motor. The less spring pressure you use, the easier it will be to work with.

Once you have the valvesprings in, you'll need to setup a rig to keep the two camshafts in proper time with each other. Here is a picture of what I use. Notice here that the intake camshaft is pinned at maximum advance and the exhaust camshaft is set at maximum retard. I went ahead and started testing at the maximum settings because I knew beforehand that the cams have no valve to valve interference issues according to the manufacturer. If you are working with a set of cams where the limits are not known, you must start at the minimum settings and increase from there.

To be continued. . .

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Home About Me My Car Projects Multimedia Links Contact Me	Due to the variable timing on the intake cam in the K-series motor, a special procedure must be followed in order to properly check the clearances in the motor. Overall, the steps are very similar to checking the clearances in a non-variable timing motor except that the process must be repeated starting at the most conservative cam gear settings and incremented until the maximum limits of camshaft advance/retard are found. The first step is to install the 4 valves in a single cylinder with the lightest valvespring available. I used only the inner spring from the Skunk2 Pro Series valvesprings employed in my motor. The less spring pressure you use, the easier it will be to work with. Once you have the valvesprings in, you'll need to setup a rig to keep the two camshafts in proper time with each other. Here is a picture of what I use. Notice here that the intake camshaft is pinned at maximum advance and the exhaust camshaft is set at maximum retard. I went ahead and started testing at the maximum settings because I knew beforehand that the cams have no valve to valve interference issues according to the manufacturer. If you are working with a set of cams where the limits are not known, you must start at the minimum settings and increase from there. To be continued. . .
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