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Its all a big compromise. The lighter the rocker, the less valve spring needed to keep the valvetrain stable at high rpm. In the same respect, the straighter the pushrod, the less lift required to open the valve an equal amount (tangents). The rocker weight could be overcome with more spring pressure, but there is no real cure for bad geometry.

I would say for 11k rpm,keep the pushrods as straight as you can and thats unfortunately the rocker length you end up with. If you can alter the fulcrum point, keep a mild ratio. It sounds like you need a DOHC Hemi!

And where is Charlie?

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Deja Vu!!!!!!!

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Easy MONEY

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Its all a big compromise. The lighter the rocker, the less valve spring needed to keep the valvetrain stable at high rpm. In the same respect, the straighter the pushrod, the less lift required to open the valve an equal amount (tangents). The rocker weight could be overcome with more spring pressure, but there is no real cure for bad geometry.

I would say for 11k rpm,keep the pushrods as straight as you can and thats unfortunately the rocker length you end up with. If you can alter the fulcrum point, keep a mild ratio. It sounds like you need a DOHC Hemi!

And where is Charlie?

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Shhh!, thats the next step if this design works. I'm trying to design true canted valve big block mopar cylinder head that will make power somewhere between the Predator and Pro Stock cylinder heads but also capable of being put on a stock block.

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It will be a real trick to come up with a better head than already available for the BB mopar. To get anymore valve or combustion chamber size means spacing the cylinders out, then at that point the motors can be made in the mega cubic inches like the chebbies

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maybe you should take up fishing, you have a couple good boat anchors.

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That's the CW we know and love.

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Wasnt spyphish a warfish customer???

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