Yes, AndyF does get credit for the photo, however, the premise of that photo is incorrect. The fulcrum length has nothing to do with proper geometry as it relates to efficient, stable, valvetrain operation. For me, all it means is "How far am I going to have to offset the shaft once I have it at the correct height?".

Have you ever found a head/rocker/valve height that was actually correct? other then maybe stock?

Makes me wonder why they even put them on, or how they decide where to put the stands.

If your current rocker arm set up has a very wide sweep the mechanical action input on the adjuster side is not making efficient use on the output side and you have loss of lift at the valve. The max lift may not be impacted much but the all important low and mid lift (where the valve spends the majority of the time) will have less valve lift, slower rate of lift, and adversely flow potential. Think of it like buying a fast ramp roller cam only to and find out you are missing out on performance potential because the rocker is sweeping out some instead of opening the valve.
Will the correction make power?
If your geometry is off (wide sweep) in theory yes it will make more power.
Can an amount be guaranteed?
No, way too many variables. However, your valvetrain will be more stable if corrected.
Theres got to be a reason why when Jesels are installed the installed valve stem height is relative to where the subplates mount on the head.

That's a lot of work. Over or under $1000? I'm betting over.

R.

Let's put it this way. With a stock head and stock length valve, and Harland Sharp rockers, you would have to have over .900" lift to get the correct action at the valve. You can't get that with a stock length valve, and a longer valve would mean you would need more lift, and a longer valve, and more lift, and........... You can't get there!

I don't have a fast track into the mind of the cylinder head engineers, but my theory is, 'The consumer doesn't want to buy something that requires additional work, so we put stands on the head that will accept shaft style rockers. However, it can't be at the right place for everyone, so we will put it at the factory location. That way, if anyone complains, we can say we used the factory engineering'. That's my best guess.

For my time, it should have been over, but I cut the guy some slack. Only because I spent three days trying to figure out the best way to do it. Every time I would try something it would cause another issue, it seemed. He was out about $800. I figure I made about $3/hr on that one. I guess the steak and seafood dinner will have to wait. lol

Nice work on the stands!! My Victor/Sharp combo is getting by OK but only .674 lift and 1.900 installed spring. Those are the first Victors I've seen with new stands installed. The stands keyed to head plus the extra screws look to be a solid setup

wasn't sleeping, it was dark in there and some knucklehead was taking pictures. but I was tired as hell after walking about 50 miles in that place. I did see Elvis running around

Thanks! I'm looking forward to seeing the car make a few passes, since he is fairly local. Cecil County is his home track.

A few more

Any idea what would be a good cam lift and install height to target to avoid all the extra work you had to do if building a 512 with the victor max port?

Why on earth would anyone use these heads? How could a major head manufacture build a head with so many dimensions incorrect? Whoever signed off on these heads should be unemployed. Power wise I've yet to see one much better than an -1. Nothing fits. You have to ask yourself why? I've seen plenty of complaints about Indy as a company, but the castings are used by the thousands without failure. In fact I think I've seen more failures on the few Victors that are being run. Nice work on the fix. I just can't see going to all that trouble for little or no gain in performance.
Doug

Because Ebrock makes heads for the masses and unfortunately that mass is a bunch of cheap azz Mopar guys! It would have been anarchy to spit a head out with no stands and let the builder design as needed..... but you have to realize too that this project appears to be using an Ebrock Victor above and beyond its target audience...... and that's cool! Great post!

How did you know I got my Victors on a Black Friday, roll back, double coupon, blue light special

mopar dave, Ok, first, the only reason those heads required all that work is because of the reduced shaft diameter and fulcrum length of the T&D rockers. There was no way to offset the shafts enough without risking failure of the shafts. The correct lift would be far beyond the capability of the installed height to get the proper sweep action with the shafts just bolted on. You could probably do what Jeremiah did with his Victors, and have everything correct.

MoParFish, I can see from your photos that the roller starts inboard and stops outboard at full lift. The roller should stop at the same place it started if the geometry is correct (sweep out-sweep in). The lash caps are making that condition worse, but they keep the roller from rolling off the valve when the geometry is off. With .674 lift, your sweep should be roughly .038" when correct. No need for the caps. You've got a nice motor there. I just wish the valvetrain was optimized.

With a BB Harland Sharp rocker, and 1.00" lift, the sweep across the valve should be .084". How many guys out there are getting that much sweep, or more, with .600" or less lift? I've seen a lot of them myself, so I know there are a lot more.

The Indy heads are no different. They need the rocker shafts relocated, just like any other head with cast in stands. I've done enough to know.

Got some feedback from the engine builder, and he wanted to pass along some info that answers a few of the questions I couldn't answer. From the email:

"Good morning Mike.

I seen the write up on Moparts about Jeremys heads. Let the guys know that 3/8 pushrods fit with plenty of room. I think a 7/16 would go with no additional work. Also I seen some one asked about valve length and they were .150 longer the what the heads would have had from Edelbrock."

I also got a call from one of the well known (he advertises here I believe) Mopar engine builders using my kits. He did a before and after test, and picked up 500 rpm with 130# less spring pressure. He said the motor made great power as well. He's pretty happy, because he is always looking for ways to make more power. He must be, he ordered four more kits, and said he has more coming.

Mine have T&D paired which I did move. However Most are run as is. The difference is that the average person can bolt and Indy together and run it. The rockers and push rods don't hit anything. Perfect, no, but usable. I have yet to see a Victor that everything bolts on. Rockers hit the retainers, pushrods hit the heads, the rocker shaft bolts pull the threads, valve covers don't fit, spring height to short. Why use them?
Doug