D3 Engine: Valve Train Improvements and Firing Order

the biggest thing I would have I know it's about train failure um valve spring failure was really reduced from the C3 to D3 and even more so again the fr-9 and it's number five intake which is your first cylinder left side um it was always a tough one um you'd always break that fly that one on it it's it's a harmonic situation um it's more related to the pulses of the firing order what's interesting enough if you go through the I'm not sure what the current Chevrolet firing order is but you know back when we had the sp2s 18 degree sv2 the firing order of the cylinder was still the fifth you want to hit not and again typically one two three four five six seven eight um they that they first cylinder and second cylinder Left Bank I think two things you're taking less interns most your oil is pushed over to the right side so we weren't puddling oil in the valve covers back then and I think that's for some reason in the firing order these are two most vulnerable cylinders that had in our idea and our mindset we felt it was lack of oil puddling around it and then it wasn't submerged and then the uh just the firing order the pulses of back pressure and what was hidden on the bottom side of the valve but that was the biggest thing five intake would go a lot and uh and then seven intake sometimes first and third cylinder that's why should we say first and third cylinder Left Bank we're always the ones that would break and uh and on Chevrolet as well it was interesting just to look the physical position you know I can't