On the contrary, I talk about it all the time. But, it is the side that the geometry is designed into the rocker itself, which is why the OP is showing the custom B3RE/T&D rockers, so with off the shelf stuff, you correct what you can. The valve side being off will tear stuff up quicker than the pushrod side, so it is the higher priority.

Over five years in production, and not a single failure to date. Some of those motors are in the low nines, and others have thousands of street miles. How many manufacturers have that kind of record?

Thirty plus years ago, roller rockers for a Mopar were not all that prevalent, and .900" lift was unheard of in anything less than Top Fuel. As far as today, with today's technology and parts availability, who in their right mind would use a single shaft rocker system with 900" lift. Seriously!

Again, everything has its proper application, and I've done the blocks when necessary, or desired by the customer, and ZERO failures to date.

On a side note, I was supposed to have a set of the custom rockers at Carlisle this week, to compliment the Trick Flow 270's I will have on display. Unfortunately, T&D will not have them here in time, even though I ordered with plenty of time to spare. It would have been a good opportunity for show goers to check them out first hand.

I'm apparently doing it wrong again...

The amount of anti-mid lift, in which the 50% lift does not occur at 90 degrees, is frequently used by OEM to improve the pallet (non roller tip)-to-stem wear properties. Heldt wrote a formula to calculate (some type of) anti-scuff by changing the pivot height, but it's over my head!
How much of the "error" (non 90 degree) you want on the pushrod side will vary somewhat between engines depending on other problems such as the horrible LA 14 degree difference between the 59 degree tappet, pushrod angle and 15 degree stem angle.

I'm working on a geo article now with a single shaft, but valves at different angles (no, it's not a poly - guess what?), so moving the shaft to improve the intake requires correction back the other way on the exhaust, blah.

The Gen-2 426 has its own problem: the rocker stands (both OEM and many aftermarket) are a single piece, which means any height adjustment (mill or shim) affects both valves simultaneously to the same distance, causing much hair to be pulled out!

You are absolutely correct. Different angles, with a common shaft, causes a lot of grief. The Gen 2 Hemi would need new stands made every time a change is made, to get everything right, hence the hair loss. The higher the stands, the closer the shafts would have to get together. That's why Barton's Hemi rockers are all individually mounted. They are pricey, but allow adjustability for each individual valve.

The poly heads would be even more of a headache, unless the stem heights were all set at the exact spec needed, on both intake and exhaust, to get the single shaft at the correct height for both. Then the rockers would have to be designed with the correct fulcrum length for the finished cylinder head. Change the valve length or tip height, do it all over again. Change the valve lift, do it all over again.....etc. Brace yourself, I think I see a bald spot.

You read through this thread and you can see why Chrysler engines get virtually nothing in aftermarket parts, and what they do get is compromised junk.

Chrysler guys want a bolt on, good enough 30 years ago part. Then they talk like GM engines are snap together. Just bolt junk on and they make power.

None of that is true.

What is true in the number of Chrysler people who bolt on junk, then tell everyone they do it so it must be correct.

We get exactly what we deserve.

Let me mention that, in addition to those unfortunate enough to experience actual failure, seizure, excess wear, etc. in valve gear, there are also less-than-perfect installations that may show no immediate signs of error but in which minor tweaks will provide more power, more stable high RPM, etc.
Whenever you have it apart, take a moment to analyze anything that "doesn't look right" (scuff marks, dissimilar wear patterns on stem tips, burned/blue pushrod balls and cups, fasteners that continue to loosen, valve adjustment that changes over time, etc.). Any anomaly is cause for inspection and discussion.
These archives contain a huge volume of experience, real world data, history of experiments, etc. well worth your time to research.

Dont worry Al - I been doing it wrong for almost 40 years also - and yes roller rockers were available - common and used over 30 years ago and a 750 lift Crane R296 with custom HS 1.7 (yes they made them) got you close to an .850 lift - the idea was to keep the valve open at peak flow as long as possible - this was using iron heads with longer valves and 2' installed height - those were the days of innovation!

Roller-tip rocker arms: 1928 Indian 101.

https://en.m.wikipedia.org/wiki/Desmodromic_valve

Desmodromic valve control 1896. Interesting read. There is not much that has not been around for decades or even centuries.

I'm pretty sure Bentleys had them before that........along with ohc and 4 valves per cylinder.

Question, how does the cross-section (looking down the shaft line) of a rocker change with increased ratios?

It would seem as it only can be done by shortening the pushrod side, or is there another method?

Thanks, Joe

Oh I think I'm ok. This is definitely not anything new and a lot of ways to skin a cat

did you ever see a 20's rols royce engine - everything had roller bearings even the mains - was a piece of machine artwork - unbelievable craftsmanship went into those engines

I tried to get some clear pictures of the rockers with the valve closed, open half way and all the way; but they did not come out well. I'll try again this weekend.

I also tried to set-up my dial indicator to measure the actual valve travel, but my set-up kept moving and messing up my readings. I'll see if my friend Roger a.k.a. Sxrxrnr, will bring his dial indicator set-up over this weekend to measure it accurately.

The cam specs for the new solid roller selected by Dwayne for my application are on this link at Comp Cams.

http://www.compcams.com/Company/CC/cam-specs/Details.aspx?csid=743&sb=2

I like running stock valve covers, and it looks as if I will still be able to with a bit more massaging of the internal baffles. I still get a kick out of telling people at car shows its basically all stock with headers, and then watch their faces when I fire it up with the electric cutouts open.

Roller bearing crankshafts, another of those ideas that sound great, until:
1. they mention that the crank comes apart rather easily, sometimes in the middle of a trip
2. it increases the cost by a factor of 10
3. load capacity of roller vs. plain bearing: 6" mains and 4" rods would be a good start, it only worked because the engine turned low RPM and developed no power. Ask Enzo about roller cranks, but be walking away so he can't hit you
4. brain surgeon + many fixtures for assembly or service
5. rollers do not contain oil pressure, which means individual feeds from the pump to every journal, the crankcase looks like a subway line
6. very noisy, very difficult to diagnose problems

W. O. Bentley was respected as an engineer for his money.

Talk about high tech in the most unusual places; bought a Honda string trimmer 15-odd years ago, 25cc 4 cycle engine, OHC!!

Joe

shortening the pushrod side: easiest and most common
is there another method: completely new rocker, keep the stock lever total length to retain vertical alignment with the stem and pushrod, but move the shaft toward the pushrods

E.g. my current project:
Total effective rocker arm length, adjuster to pallet: 3.40625"
Pushrod lever 1.375"
Valve lever 2.03125"
Ratio 1.477:1

New rocker with .158" offset center barrel:
Total effective length: 3.40625" (same)
Pushrod lever 1.2165"
Valve lever 2.1900"
Ratio 1.8:1

Might not be worth your time, John. Apparently, these rockers have been made before, which is odd, because I paid a custom charge to have T&Ds engineer draw up a NEW rocker profile to MY specs. Regardless, it's nothing new, and your free information has no value here. Go out and enjoy your car, because these guys already have it all figured out. Too bad they didn't tell us a long time ago.