[Jeff Lee]

Chris,
In E/Stock I originally had Don Little build my first set of heads and provide me with a camshaft. Those rockers also failed. In previous posts on this subject, back about a year or so ago, Woodro Josey cam out and stated as an engine builder he was all for roller rockers in Stock. That's two names on your list you probably didn't consult. My camshafts were always the work of Chris Padget at this point and we went thru at least a half-dozn different grinds. One was even a Bullet grind. Most made the car faster and the trend was definetly more aggressive lobes. All experienced rocker failure.

By the time I was in D/S my car was decidedly faster. By now I was having Bud Yancer build my engines. He is an accomplished Comp engine builder and is recognized in P/S ranks and was formerly building engines for a top-ten team in the '90's after finding an un-heard of 25HP for the team in his first year. Bud not only designs his own cams (based not only on his experience but a $25K program that is a few levels above the Cam Doctor program), but he builds his own cams on his own cam grinding equipment. I don't think anybody in your list can lay claim to that level of skill.

And by the time we left D/S and moved into SS/H, I had the fastest D/S car in the country with official times of 10.55 @ 125. So I would say that in the end we wern't a bunch of idiots struggling with an engine. And spring pressures, surely no where close to OEM were as high as 225#'s on the seat and 425#'s open (.457" lift). Those rates actually helped breakage as indicated by SSDiv6 to Todd H. But still, breakage occured and it was almost a requirement to check lash every other pass. Not race, pass! And yes, Chris, I would agree with you that is a result of excessive ramps but then again the results of our efforts was a fast car.

Rockers tried over the years were OEM used, OEM NOS, Crane Nitro for SBC, OEM, cryogenic, OEM coated. Rocker balls were 3/8" and 7/16" both OEM and aftermarket, grooved and non-grooved. Oh yea, also tried PVS rocker arm system with powdered metal rockers and balls.

I have about 5 sets of various length pushrods due to one grind over the other.

Lifters tried over the years ranged from Comp Cams race hydraulics to Shermans, composite body Schubecks, composite base / steel body Schubecks and even chilled-iron flat tappet converted to "hydraulic". Cams ran from standard cast to billet steel. Are you totalling the price tag in your head? Yea, it wasn't for lack of funds either. And in the end, we pretty much had a better system but still had to stay on top of lash every other run and still had failure. Speaking of failure, my one and only final round in a National event was paved by one single in the quarter-final. Guess what? A rocker arm broke! Good thing it was a bye-run. So think about that. Had I had an opponent and lost due to breakage, how much would that have cost me?

But that's my point. Given all the altered, non-OEM parts allowed by NHRA to the valvetrain, why should anybody have to go down this path of broken engines and light-weight wallets? Either go back to 1965 valve-train rules or finish the job. The only part of the valve-train that is not stock is the rockers. And you know as well as I do, NHRA will not rescend the rules in place today.

Todd,
396/375 engines in Stock exceed 8,000 RPM today. They have the same technology I had in my engine's valve-train. Additionally they have 9/16" studs and 8.0L rockers. That's about a $750.00 upgrade above what I ran.

So I want to ask the Small-block Chevy and SB Ford racers something. Since the LT4 and 302 Cobra engines used factory roller rockers as OEM installed, why hasn't somebody from each camp petitioned for allowance of their use on the other SBC and SBF's? The precedant is there and that is all NHRA needs. That's how the beehive springs came into play (LT4) and larger pushrods and guideplates (SBC rail-type rockers). That's also how SB and BB Mopars with stamped rockers got ductile-iron Isky rockers (273 SBM and 426MW BB Mopar). Wake up!