If there is one challenge to the beehive revolution, it’s the perception of the masses. While most engine builders and performance enthusiasts know that the beehive works to improve their engines, many don’t realize the true benefits. Some established enthusiasts are confused and concerned that the smaller valve retainer and single spring used in the beehive system are capable of handling the same high performance loads carried by the conventional spring with two coils.
Beehive springs are a precision component just like any part you select for your engine. Using a tech line expert to help find just the right Beehive springs is critical to your engine’s ultimate performance and durability.
“There are some very knowledgeable engine builders who don’t understand how a single coil spring can be better than a dual conventional spring,” stated Thomas Griffin Head valve spring engineer for COMP Cams.
“The fact is the beehive springs, by virtue of the ovate spring shape and a variety of internal upgrades is compatible with virtually any application where a dual spring is used. That includes some engines with mechanical roller camshafts. The key is to review the required camshaft load and assess the aggressiveness of the camshaft.”
The key profile consideration of a camshaft can be denoted in the camshaft profile section. By reviewing the duration specs for your potential camshaft at 0.050-inch lift and again at 0.200-inch lift, the shape of the lobe can be projected. These are the key figures engineers use to determine beehive spring compatibility. Currently beehive springs for camshafts measuring up to 0.750-inch lift are available.
COMP Cams engineers used a Spintron machine to determine exactly what happens with valve spring dynamics at all levels of engine rpm. This high tech sensor was installed after cutting the cylinder head to make room. The Spintron data noted improved performance at reduced valve seat pressures, among other benefits previously mentioned.
No this isn’t going to be one of those talks and no we aren’t going to run out and hung a tree, ok…if you must…go ahead I’ll wait…..(insert bored whistling)……(more bored whistling)…..Ok…are you done?!!
As I get closer to getting the heads on the Mustang, I’m going to have to begin picking any changes I want made to the CJ heads. While cruising the web checking out options, I ran across this piece (Corvette related but springs are springs as far as an engine is concerned) and there are some good tips here.
Quick! What the fastest moving component in your engine? If you’ve taken a hint from the title of this article, you probably guessed correctly – it’s your valve springs, those tight little bundles of joy that open and close your engine’s valves.
Beehive springs come in a variety of shapes and sizes. The benefits of moving to Beehive springs where possible (and today few situations are not Beehive compatible) are many.
Beehive springs, such as those offered by COMP Cams, offer a huge number of benefits over stock-style cylindrical springs; reduced valve spring mass, faster valve acceleration, increased valve train rigidity, reduced valve train component stress and a whole laundry list of other positives.
Best of all, the word has gotten out and folks all over the country are using them for a wide variety of applications from street performance to extreme racing endeavors. That’s a really good thing.
Along with their success has come some confusion over exactly which beehive is right to purchase. Currently there are over a dozen beehive spring styles out there, each offering some unique take, be it in the seat pocket diameter, ovate wiring diameter, pitch or internal spring “frequency.” Regardless increased selection has bred some minor confusion, albeit easily cured.
Beehive springs are conical shaped springs that employ this powerful shape in the creation of a spring that can deliver both excellent performance and lowered seat pressures. With lower seat pressure, valve train components (especially the pushrods, rockers and lifters) are less stressed to perform the same work.
This beehive spring weights in at 99 grams, while a comparable conventional spring is 121 grams.
The difference between beehive and conventional cylindrical springs is obvious especially when you compare them in this manner. Note the dramatic difference in retainer diameter equating to less valve train weight.
According to COMP, effective beehive springs can support an additional 700rpm over stock cylindrical springs. How? It just stands to reason that the smaller coils at the top of the spring don’t require as much force to get the valve moving quickly, much quicker than conventional style springs. The higher rpm potential equates to better durability and performance.
There are some very knowledgeable engine builders who don’t understand how a single coil spring can be better than a dual conventional spring.
“Its like watching a race car running 60-foot elapsed times on the drag strip,” stated Bill Godbold, Chief Engineer for COMP Cams. “For example, take two identical cars with equivalent 500 hp engines.
“One has stock suspension and the other a sophisticated racing suspension. The car with the race suspension will get going more quickly and achieves better 60-foot time. The same principle works with beehive spring mechanics.”
I’ve always thought it would be great to have a delivery sedan for panel truck…this one would be exactly what I pictured.
Thanks for sharing…I’m reblogging it.
You know the feeling. When you JUST have to take ‘her’ out for a spin – no matter the condition.
You can’t see in this pic, but there’s no hood, no t-tops and lots of body work to be done….. but great looking rims and new meat (tires)…it was running a bit rough but still sounded good!!!
Got an unfinished project but still take it for a spin. Post up a note and a pic.
So I’m thumbing through one of the latest “here are the new cars” periodicals (I don’t spend much time with them…I don’t care much if a Mazda sedan and out perform a VW sedan…zzzzzzzzzzzzzzz) and ran across that stated “Chrysler looks to the ‘Cuda to replace Dodge‘s Challenger.”
Ok…come on heee…er (New York accent). Didn’t we just have the conversation about the “Dodge Dart“??? Like how it looked more like a Neon!!! And correct me if I’m wrong but didn’t we all agree that the Charger was a cool as “Honda Accord“? Yes, I believe we did!
So now lets take the Challenger the one they got “right’ in a retro sense. So why replace it? Well some could argue in the 70’s the Cuda was a better looking car and you know they bring a lot more money. So just maybe….but read this!!!
“A Barracuda replacement would be much more trim, though still on a RWD platform. Chrysler and…(cough) Fiat are said to be jointly developing a new platform that’s smaller the current Charger… Gille’s Barracuda will be far less literal interpretation of its namesake.”
So let me see if I have this straight….you’re gonna take the Challenger that looks somewhat similar the orig…and you’re gonna replace it with a car that won’t look like this original?
