Discussion in 'Engine Combos and Dynometer Database' started by Indycars, Nov 3, 2010.
Good Luck Rick.
Its been 7 years since the Crower lifters were bought.
Things do not work out Rick consider A Crower Street Profile Solid Roller Mechanical lash cam and lifter set.
Every single Pontiac V8 with Hydraulic Roller cams have had issues. Some failed big time.
None ran ISKY but me.
They fail in LS too.
So your not alone.
It's much easier to go for the more expensive pieces several years after the main expense of
building an engine. As noted above I went from a $90 Professional Product balancer to a $350
Fluidampr balancer. Again I went for the better valve cover gaskets, that is if you go by the cost.
This silicone VC gasket is marketed as a racing gasket, which mean that it's capable of being
used many times. I'm not sure that it means that it will seal better, but hey I'm willing to give
it a try.
The instructions say to install it dry, so that's what I'm going to do the first time and see how
well it performs in the long run. Racing could mean that it seals fairly good, but it will be faster
to pull the VC for a valve adjustment and re-installed.
Notice how stiff the stiff the gasket is in the 2nd photo below, that should lend itself to being
used many times before replacing.
They are Reusable Rick.
Actually made for Race Cars with a Dedicated Crankcase Evacuation pump Like Aerospace Or Moroso.
Lifter bore clearance is a huge cause of failure in high lift and more extreme valve train. When I was deciding on my solid roller vs. hydraulic roller I read up on failures for weeks. Still do read up to try to do what I can to reduce chances of failure. Notice I use the word reduce. Common failure comes from usually a mix of things lifter bores, push rod flex, excessive weight of valve train, bad geometry, and lack of a maintenance and inspection schedule. The guys that run successful usually pay close detail to the valve train usually having more money into it then there lower end. $1200 lifters Morel or Isky when you are talking solid bushing roller lifters. BBC would never run solid on the street there are angle issues. I really want shaft rockers for that stability to try to avoid a valve train failure. A girdle setup is nice also. You already are invested in rockers are you running a girdle Rick I do not remember?
No girdle, but the studs are 7/16 inch.
Yes if you went to a solid roller I would definitely get a girdle might want to also add a rev kit if you did not already. Girdle is cheap for the stability it can provide. I have mixed feelings on rev kits though it is a compromise deal there can cost 15 hp but can also keep valve train from floating like what might have happened to you. I know I read it was recommended some where on any engine with hydraulic lifters spinning above 6000 or 6500. That is one down side to the roller style lifter they are heavier so inertia plays a part here.
The T actually ran very good on 7 cylinders out 8 for a long time.
Have to Revisit your Hometown Street Outlaw Street Race Nationals in a few months in 2018 Rick.
The valve was working good here or your plug would not look like that.
Rick is going to have a Heartache.
He is not that young no more.
Matthew called the MSD A Piece of Chineese Junk on Page 110.
Why you see me using A Vertex Mag in the 63 Gp.
I looked at several stud girdles and there is some confusion on my part. There are a couple of different
styles, clamp on and solid bar. From the pics they all look like clamp on, since they split down the middle.
Harland Sharp looks the nicest piece, but they have a 3 piece design with springs. What springs? Three piece,
not sure how they come up with that. Below is the description on the Summit site.
Stabilize your valvetrain with Harland Sharp stud girdles. These 3-piece aluminum systems are lightweight,
durable, and easy to install. They will stabilize your valvetrain and prevent stud deflection. All stud girdle
systems include what is necessary for installation on each separate application, like bolts, AN washers,
adjusting nuts with snap rings, and internal springs for easy adjustments. These systems are CNC-machined
for a precise fit.
brodix ph# 1-479-394-1075 (ALWAYS VERIFY PART NUMBERS SEVERAL,
TIMES FROM AT LEAST TWO SOURCES, BEFORE ORDERING PARTS)
the brodix rock stud girdle is part # BR-6435 and LIST price is about $230
BUT! you can get it for less if you shop carefully
BE AWARE that the I.K. 200 heads were shipped with BOTH 3/8" and 7/16" rocker studs ,
and the poly locks for the 7/16" rocker studs ONLY fit that rocker stud girdle
obviously you need to verify what your heads have before you order the matching rocker stud girdle
Do you have to use the poly locks from the same manufacture as the stud girdle? Or will I be
able to use mine? I know, I know, ask the manufacture !!!
Crower Cams used to make Stud Girdles.
There used to be a Universal style where you drill yourself in A Bridgeport Vertical Mill for Polylock locations required.
They do not always fit exact Rick as is purchased stud girdles.
Some are better than others.
Best do not change Solid Cam valvelash..
I have experienced that with lesser stud girdles on SBC when we were dirt track racing.
Makes it a Real PIA to be exact.
Manufacturing tolerances in cylinder heads and how close to blueprint specs they are machined at also a factor.
To check at home Rick would be kinda impossible.
On a Vertical mill the table moves on an Acme Lead Screws.
With a Tattle tale Dial indicator you find exact stud locations.
Read the micrometer handles.
Or Digital Readouts.
Make your notes and Blueprint.
Or you just buy a Stud Girdle and see how it works out.
What most people do Rick.
Machining custom parts is Fun.
I do miss it.
Got my heads back this afternoon. Gerald said he saw nothing to explain the bent valve. Guides look
good and springs were all about 100 lbs on the seat. The only thing he suggested was valve float maybe.
Like all of us, that's the first thing that comes to mind. When I mentioned that cylinder #7 lost the
metal clip, he said that was a sign of valve float causing the lifter piston to hit the top and suggested a
little more preload. He did shim the springs for 125 lbs on the seat, so I will need to check the springs
for coil bind when I get the heads on.
When I look at the cam card below, I assume those spring numbers mean between 105 and 115 lbs for
both valves and not exhaust/intake seat force???
My lifters were delivered yesterday(Monday), so I hope to hear from Crower this week.
Total Cost was for the heads was $365.
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