Explain to me again, please

[Terry Cain]

Originally Posted by Grey Ghost

Roller lifters have been OEM in many motors starting in the 1990s. There is probably 1/3+- of the current stockers using them now. Many if not all were originally hydraulic. It would be naive to believe cam grinders are not taking advantage of having a roller lifter for those motors. Other advantages of these combos are programmable ecu's and efi.
I don't believe rollers for everyone are another step towards SS. Having them available to all would take that advantage away from the "modern" combos.

Just looked at entrees for Gators. Best I can count and tell, 31 flat tappet motors, the rest are rollers.

[Stan Weiss]

Let me say I don't have stocker. But from someone looking in from the outside.Stop adding band aids and put the stock back into stock racing. Since NHRA will not do its job of teching the cars / engines. Maybe you can get NHRA to let you self police yourselves and have a say in what rules you want.



Stan

[GUMP]

Originally Posted by Stan Weiss

Maybe you can get NHRA to let you self police yourselves and have a say in what rules you want.

There has always been a protest rule....

[SSDiv6]

Originally Posted by Terry Cain

AND on a stocker we're (correct me if I'm thinking wrong) not allowed to change that and it does come into play on a BBC.
200 lbs might work on a small valve motor.

The basics for setting up the valve geometry is simple.

Use a pushrod length checker, the rockers you are plan to use in your engine and a solid lifter at Zero lash.

Use Dykem or a marker at apply it to the tip of the valve. Rotate the engine several times, remove the rocker arm and check the contact pattern of the rocker tip against the tip of the valve.

The contact pattern on the tip of the valve should be centered and as narrow as possible. Adjust the pushrod length checker until you achieve the optimum contact pattern, measure the length of the checker and order the appropriate pushrod length.

Where’s Bubski when you need him?

Most of our parts are offshore now and yes you c a n get a quality part offshore. Don’t like it but it is a fact.
Putting a year rule in would end S T O C K
No offense Stan but we all know where (self police) would get us. Kinda like cutting the police budgets.

[Glenn Briglio]

Originally Posted by SSDiv6

The basics for setting up the valve geometry is simple.

Use a pushrod length checker, the rockers you are plan to use in your engine and a solid lifter at Zero lash.

Use Dykem or a marker at apply it to the tip of the valve. Rotate the engine several times, remove the rocker arm and check the contact pattern of the rocker tip against the tip of the valve.

The contact pattern on the tip of the valve should be centered and as narrow as possible. Adjust the pushrod length checker until you achieve the optimum contact pattern, measure the length of the checker and order the appropriate pushrod length.

The contact pattern is rarely centered but getting it as narrow as you can is good.

[SBillinson]

Originally Posted by Terry Cain

AND on a stocker we're (correct me if I'm thinking wrong) not allowed to change that and it does come into play on a BBC.
200 lbs might work on a small valve motor.

There's nothing in the rulebook that states you can't do lifter correction.

Before someone says that there's nothing in the rulebook that says you can, here are some things that are not in the rulebook that people are doing.

Using $1500 millimeter ring packs with spacers, some with lateral gas ports which are prohibited on pistons. Blending the valve job from the bottom cut of the seat to the top of the valve guide boss. Roller cam bearings. Bull-nosed cranks. Using clean PVC to pull vacuum in the crankcase. Oil shedding coatings. Trick ignition systems. Etc.

Here are a couple of things that people have been doing for a long time that are prohibited in the rule book. Porting heads and intakes and covering up. Modifying carburetors especially Holley's.

Let's not forget $6000 transmissions with aluminum everything and dozens of gear ratios. Trick rear ends with ceramic bearings, profiled ring gears and impact coatings.

Lifter correction is more in line with engine blueprinting than all of the above. I'm pretty sure people have been doing it, probably for a long time, especially on aftermarket blocks.

[Mark Yacavone]

Originally Posted by Terry Cain

BBC OEM Hydraulic

Just a thought then. If you don't want to wait 6 mos. and spend $2100, why not put the last hyd. cam and lifters back in, for now? At least you could race your car.
;-)

[SBillinson]

Originally Posted by Mark Yacavone

Just a thought then. If you don't want to wait 6 mos. and spend $2100, why not put the last hyd. cam and lifters back in, for now? At least you could race your car.
;-)

That's a great point.

Nobody is forcing anyone to buy a billet crank or tool steel lifters or do any other modification.

[SSDiv6]

Originally Posted by Glenn Briglio

The contact pattern is rarely centered but getting it as narrow as you can is good.

You are correct. The reason why the rocker arm of choice for SBC and BBC are the Jesel approved rocker arms. For other makes, I use Harland Sharp since they have dedicated rocker arms for specific engine makes in lieu of a "one fits all" rocker arm like other companies do.