http://www.rehermorrison.com/techTalk/41.htm

i was just reading that...and it seems really interesting. just wondering if anyone has ever seen/heard of this method...and if anyone has ever actually employed the method themselves?


btw, http://www.rehermorrison.com/t...t.htm has a LOT of REALLY nice tech articles...i believe luke brought this link to my attention (liveforphysics)

 

I've used both methods before, claying and check spring/indicator.

If I need to degree the cams in to spec, I'll automatically use the dial indicator and check springs to check the piston-to-valve clearances, since I'm already gonna be set up for it anyways. Then if I need to, I'll clay the quench and spark plugs clearances with the motor at TDC.

It's nice b/c it'll show you the progression of the changing clearance and where in the cycle the clearances are the tightest if you use it with a degree wheel (which you should).

 

I have used a method similar to that, but as a tool to push the valve down is almost impossible on the B series compared to a Chevy pushrod motor, I actually rotate the cam with no belt and an indicator. I usually have an idea of what it is going to be from static demensions and lots of cam graphs from previous degreeing setups. Most of the big cams Skunk 3, Crower 03, Rockets, etc. have the Ex. down approx. .140 and In. .170 @tdc, these numbers vary with timing settings but gives a place to start. I also use 6 degrees BTDC & ATDC as this seems the closest figure on the D's & B's. If you want a quick and dirty, get a roll of soldering wire .125 bend a section and put it through the spark plug hole with the bent section under the valve you want to check and roll the motor over until you feel go past resistance, pull it out and mic. it. Of course VTEC must be locked. It will give you a reasonable number, especially if you did not build it.