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Are those HI TECH ROCKER STANDS in this picture??? If so the owner needs to change out the split lock washers that are under the shaft hold down bolts. If you dont you will be low on oil pressure. I was checking my oil pressure with the valve cover off and when I hit the drill motor to build pressure, oil shot out from between the bolt and the stand. What was happening was oil was coming out of the shaft...going through the split lock washer and past the bolt. I changed over to a standard washer and all is good.

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Hello Troy,
This is my engine, and the stands are Hi-Tech. I appreciate the "heads up". I wanted to be sure, so I
pulled a bolt to check and the washers are a black, flat ground, apparently hardened washer, so I guess they changed or updated the hardware. I can see where the split type would be a problem.

Mark

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Are those HI TECH ROCKER STANDS in this picture??? If so the owner needs to change out the split lock washers that are under the shaft hold down bolts. If you dont you will be low on oil pressure. I was checking my oil pressure with the valve cover off and when I hit the drill motor to build pressure, oil shot out from between the bolt and the stand. What was happening was oil was coming out of the shaft...going through the split lock washer and past the bolt. I changed over to a standard washer and all is good.

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Hello Troy,
This is my engine, and the stands are Hi-Tech. I appreciate the "heads up". I wanted to be sure, so I
pulled a bolt to check and the washers are a black, flat ground, apparently hardened washer, so I guess they changed or updated the hardware. I can see where the split type would be a problem.

Mark

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It amaszs, actuallay infuriates me, to see people, racers, use split type lock washers on cast iron ,pot metal or aluminum carbs with out a flat washer between the split lock washers and the base metal

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correlate the deflection to crankshaft degree's and you'll find it's less than 1 degree. not enough to worry about.

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With the DLI 1.7 intakes, it's actually alot more than 1*, it's 14.5*

So, anytime you degree your camshaft off the lobe, not taking valve train flex into consideration, opens the valve late & closes it early.

liteweight

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correlate the deflection to crankshaft degree's and you'll find it's less than 1 degree. not enough to worry about.

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With the DLI 1.7 intakes, it's actually alot more than 1*, it's 14.5*

So, anytime you degree your camshaft off the lobe, not taking valve train flex into consideration, opens the valve late & closes it early.

liteweight

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correlate the deflection to crankshaft degree's and you'll find it's less than 1 degree. not enough to worry about.

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With the DLI 1.7 intakes, it's actually alot more than 1*, it's 14.5*

So, anytime you degree your camshaft off the lobe, not taking valve train flex into consideration, opens the valve late & closes it early.

liteweight

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no offense, but if your seeing 14.5* of deflection, either your measurement is off or your measurement technique. do you realize how far the crankshaft has to turn to move 14.5 degrees?

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The engineering community has abandoned split lock washers for any purpose. The opinion is they don't work and in some cases aid the fastener loosening. I've found NASA and US Navy documents confirming this opinion.

http://gltrs.grc.nasa.gov/reports/1990/RP-1228.pdf

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No matter who made the rocker arms it is also a spring

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So not only do Hemi rockers have terrible ratios and consisitancy, they flex a lot? It beginning to feel like I am wasting my time building a hemi......Tim

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The factory rocker ratios were all over the place. I believe the aftermarket stuff is much better. Even with the losey ratios the Hemi still makes darn good power. If you've never had a Hemi before you're going to be surprised. The Hemi just keeps pulling.Dave

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I sort of wonder why there is so much deflection right off the base circle? I would think there would be more deflection at full load on the springs. What are the seat load and open loads on the springs?

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If it is measured in crankshaft degrees directly, then the force has to go through the drive between crank and camshaft. Could this be the deflection shown directly? (Or some of it. Slack in cambearings and lifters to bore etc will also add some with springs much stiffer than test springs) What sort of drive is used; a gear or chain`or others? I would guess the loss of duration relates to this, and loss of lift is in the deflection from cam and up, my

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Slack in cambearings and lifters to bore etc will also add some with springs much stiffer than test springs) What sort of drive is used; a gear or chain`or others? I would guess the loss of duration relates to this, and loss of lift is in the deflection from cam and up, my

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Yes, it looks like the test springs don't have enough force to take up any slack in the valvetrain (where ever it is?). The two plots look like one with no valve clearance and one with the clearance added. I would expect the deflection at the seat loads to be about 1/3rd of the fully open load (200# vs. 600#). It should be fairly linear if it is strictly due to loads.