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Message: [QUOTE="TARM, post: 118220, member: 578"] What it comes down to I think is the effects of VE but specially the VE effects in the intake and exhaust when taking into account sonic limitation of flow. As you go to a VE that is below 100% you will have a pressure difference across the valve which is further applied with boost. Cylinder to manifold. This is a figure that needs to be accounted for.. It all gets so technical and in depth only a engineer could enjoy it and not end up hurting your head.. LOL I will state IMO its only one small part of a number and Cam profile, RPMs(peak and rate), Valve train mass are what is critical first. Then adding tension for the effects of boost. As a general rule if I had to put a number on what I have learned from reading way to much on this for diesels it would be 1 to 1 for what to add in for each psi of boost in spring tension. So take a 110 OEM spring subtract out for the 17-20psi its good for. Take it to 80-93lb/inch for spring for a NA app. Take it to 50psi boost take it to 130- 143lb/inch 75 psi boost from a set of compounds 155-168 But also do not forget any changes in peak rpms if you are going past 4K would be my guess. Anyways thats what I came up with of what to add after you had already factored in what was needed for it from RPM, cam profile, valve train spec in a NA setup. This is the most basic of rules of thumb kind of factoring [/QUOTE]

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