Hi Karlos,

Do you know what valvespring set up was used with the Newman camshaft?
Also what boost pressures and rpm were being run?

Very important "details" that many ignore. Lifters bouncing on the camshaft lobe
from insufficient spring pressure can kill a camshaft faster than you can read this reply.

High boost requires more spring pressure - open and closed.

I think that some shops (and cam companies) have started recomending low spring pressures to add life to possibly low quality camshaft cores and lifter bodies. Much of this can be corrected with increased oiling to the camshaft/lifter interface.

Reducing spring pressure on a low rpm use engine is probably not that big a deal.
However when 5000+ rpm and 15+ psi boost is used - Failure results.

Schrick cams in Germany has a CVH profile with extra oiling holes in the cam lobes themselves. (indicates oiling is a problem to me)
The CVH engines in Canada have a very large (0.25" diameter) hole for the cam lobe oiling.
The UK heads have that threaded insert with a small hole ( Some of you will know what I am talking about.) I personally would drill this restriction out, allowing more oiling to the cam lobes.

Spring pressure, for the CVH with the heavy valves, lifters and rocker arms, I would never use less spring pressure than the factory Ford spring.
In canada the factory spring is rated at 94 lbs closed and 200 open. This is with no
boost pressure, and on a very mild cam profile. A faster ramp cam profile, and boost pressure will surely require more pressure to keep the lifter on the lobe. Losing lifter control kills cams and lifters very quickly. I have seen Kent cams recommending a spring with only 70 lbs of seat (closed) pressure - recipie for lifter bounce.

Great to hear what others have set their spring pressures to. ( Hopefully most everyone measures this )

Just my opinion