comp cam springs or LS6 springs?

[gectek]

they made alot of noise, like not normal noise, like enough to hear the engine clatter until the exhaust drowned it out

[Superdave]

one great thing about the 26915's is that they fit over the stock 3x00 spring seats with all stock hardware.

[geldartb]

well i still got all the stock stuff so it wouldnt be that hard to swap back. but then ill have to get the air attachement so i dont drop a valve in the cyl

[19Cutlass94]

they made alot of noise, like not normal noise, like enough to hear the engine clatter until the exhaust drowned it out

What seats and retainers/locks did you use? Im running the LS6 springs on my new motor. If its just noise thats not a big deal I can live with that.

[gectek]

for the seats i used comp cams hardened steel seats i forget the pn tho, they are in one of my valvetrain posts...and the seals u have to use the 94 2.2l 4(fyi ull have to buy 3 boxes to get 12) cyl exhaust valve stem seals iirc, they are in an ls2 valve spring post also. ull just have to search because i dont have the pns handy

[19Cutlass94]

Did you use the stock retainers/locks?

Im using the correct 2.2l seals, and LS6 seats and comp cams locks/retainers. Just wondering if you were using the same set-up but I guess not.

[3400-95-Modified]

there are a few different setups out there. I used the LS6 springs with the Toyota Land Cruiser spring seats, and Dodge 4.3 valve seals. I ran that setup for 15k, never had valve seal leaks and it wasn't noisy. I just pulled it all off for the 26915's because of my 568 exhaust lift I needed different springs. So now I'm back to stock hardware.

[ForcedFirebird]

That probably has more to do with design then wear. The crank sprocket on my 3900 with about 3000 miles on it slid off without much of a problem as well and I noticed it was very helpful in removing the VVT module from the camshaft. It is important to note that GM instructions on installing the harmonic balancer on these newer engines requires two crank bolts, one to install the balancer flush and the second to torque down. Apparently the first is stretched in the process and since the sprocket is a loose fit a second bolt is needed for the added security of proper torque.

That probably explains what happened in a thread on the G6 forum where somehow a members 3900 wound up with piston to valve contact; improper torque, loose fitting sprocket, sheared key. He never gave the results, just that GM fixed it.

I also think it's the design. The Gen1's had a floating cam to take up any lateral movement of the cam gear in relation to the crank gear (thet was pressed on). Now I wonder if the crank gear is what takes up the lateral movement since the cam is stationary due to the retainer behing the cam gear. 3500's have the same loose gear, while the 3.1 and 3.4 had pressed-on.