Solid roller lifter failure

[Excaliber]

Another customary issue here is that most of the time money is only a slight object to the final goal.

Of course money is an issue when your talking about really high dollar stuff, Shelby block, SOHC, Webers, etc (eke)!

But I'm talking about the normal everyday guy trying to do his Cobra on a budget. Like in this thread where were trying to preserve capital by keeping the useable parts and upgrading where we need to. Versus, throw it all out and start over from scratch. Well, sometimes that is the best strategy, but more consideration should be given to conservation. Not all of us are Mr. Money Bag.

In MY case I pretty much did "throw it all out" and start over. Total overhaul because I didn't like the way the engine was built with high compression being the fundamental issue. BUT, I built it myself, savings thousands of dollars. I spent "enough" money where I needed to (custom pistons primarily) and saved money where I could (flat tappet cam). No way I could afford Gessford or Keith to do it for me. I could have saved even more with "off the shelf pistons", but Gessford prompted me to go custom to address the quench problem, a good call, I took his advice.

[scottj]

Originally Posted by patrickt

You would only run solid rollers if you wanted to eke out the last little bit of power and you didn't mind replacing your lifters every so many thousand miles (usually because it's a race motor and you have other components that require replacing as well).

True, you have to stay on top of maintenance with larger solid rollers. Looking back at my records, I replaced 3 sets of valve springs and nothing else in 6,000 miles (2500 track miles included). And, I was running a much larger roller than Berm, his roller is mild by comparison. With proper components and maintenance his combination should be bullet proof.

Eke? That would be great effort for little result. I picked up 50-60 ft/lbs over the most aggressive hydraulic roller with no loss of drivability. So, "eke" would be inaccurate based on gains alone.

Originally Posted by patrickt

Everybody knows that, but it's the customary tradition of this forum that once you've established a position you stick to it and don't budge -- especially if you've put that particular part in your own car. There are exceptions to that rule of course, but they are generally limited to members who know how to correctly spell the word "eke."

I'm just making the point that Berm should be able to run his cam without much effort and continued expense, if that's what he wants to do, based on my experience. To say that everyone should run flat tappets, well... that just sounds ridiculous coming from someone who knows how to spell such big words.

I should also note that I no longer run this motor, I 'budged" to a modified LS7...

[vector1]

Originally Posted by bermblaster41

Where would the resrtctors be for the top end. The back of my block is tapped for threaded plugs but in the lifter galley I have the press in plugs. Berm

pull the plugs at the back, this should reveal if there any restrictors i believe, somebody will correct me if wrong. there might be another set of plugs inside of these, not sure. these will either be restrictors or plain plugs. i wouldn't run restrictors, your top end needs all the oil it can get, springs and lifters both. although it will effect overall oil pressure, especially at idle, best to check with your engine builder also.

[LMH]

Hey Berm
Maybe I missed this in the thread but are your valve springs on your AFR's the original springs that came on the heads?
I was thinking the seat pressure is only like 135lbs on those springs.
Larry

[bermblaster41]

The valve springs that came with my heads were replaced with the springs suggested by the guy who designed my cam. I am very anal when it comes to maint on my cars. Valve lash checking was never an issue and an easy job.
Vector I will pull the plugs and check them out. I will keep you posted. Thanks again guys. With this input I will talk with my machinist on these options. Berm

[LMH]

I was thinking about the solid roller thing yesterday. Don't you have to use oil restrictors when using solid lifters to keep the properly oiled?
Larry

[vector1]

restrictors are used to keep pressure on the main journals, restricting oil to the top end--lifters, rockers, springs.

r & r'ing my solid lifter engine after 40+ hrs, isky ezx lifters look good, clearance hasn't changed. no restrictors to the top end, afr205 with original springs, idle 1500rpm range, .600 lift.

[patrickt]

Originally Posted by LMH

Don't you have to use oil restrictors when using solid lifters to keep the properly oiled?

Most of us run restrictors up top with the HV pump down below. The size will vary, but the general rule is .090 for hydraulics and .060 for solids. Many folks don't go down that low for solids, but many do (including me).

[bermblaster41]

First of all thanks again for all of your help and input. Long story short. Turn of events that led up to my failure. Last summer I used a FRAM oil filter.(EPIC mistake) I noticed a drop in my oil pressure of almost 20 psi. I ran it for a bit not sure what the problem was. I switched out to a NAPA gold filter and regained my oil pressure. While I was useing the Fram I think I hurt my main bearings. I have my motor out and I am replacing my main and rod bearings and a new melling high volume oil pump. My crank looks good. The guy who designed and built my cam gave me a good deal on repairing my cam and new solid roller lifters. I will run this for a while and keep a close eye on my valve lash. In a few years I will swap out my entire valvetrian for a hyd roller set up. Yes Larry I do have a restrictor in for my mains. My machinist suggested an oil developed by a racing team that is supposed to be the most slippery oil on the market. I will post the brand in the a.m. I can't remember. I also want to push the oil pressure regulator button in a pinch so I will end up with 75 psi under a load. Thanks again! Berm

[Ant]

My Keith Craft 373 Yates engine runs a flat tappet camshaft with 185 seated and 450 open spring pressures, has 10.3.1 compression and made 675bhp on KC's Dyno, since then we re-dynoed here in NZ and this engine develops well over 600bhp on NZ BP98 octane fuel. The camshaft was run in using the outer springs only and I am running Delo 400 which has 0.15ppm of Zinc until it has done approx 1500 miles and will then use a good quality semi synthetic oil which has approx 0.15ppm Zinc. I have Schubeck ceramic lifters which are quite expensive and dont like excess valve clearance, we looked at the camshaft after the dyno runs and no problems!

I guess keep an eye on the valve clearance etc, this engine developed max pwr at 6800rpm and in my lightweight cobra the engine should last a while changing around 6500rpm, naturally metal parts wear out and springs loose their tension, I would think it prudent to check and possible strip the engine every 2-3 seasons pending usage.

[blykins]

Berm, so who made the cam?

[bermblaster41]

Blykins my cam was designed by Scott at http://www.camresearchcorp.com/ Scott deals with fords specifically. Berm