Lifters
From Crankshaft Coalition Wiki
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| − | [[File:Hydraulic Lifter.jpg|thumb|200px|left|Generic hydraulic lifter]][[File:Schubeck hydraulic lifter made for zero lashing.jpg|thumb|150px|right|[http://www.schubeckracing.com/flathydraulic.html '''Schubeck hydraulic lifter'''] made to be zero-lashed]] <br><br> | + | [[File:Hydraulic Lifter.jpg|thumb|200px|left|Generic hydraulic lifter (c) 2007 ratwell.com]][[File:Schubeck hydraulic lifter made for zero lashing.jpg|thumb|150px|right|[http://www.schubeckracing.com/flathydraulic.html '''Schubeck hydraulic lifter'''] made to be zero-lashed]] <br><br> |
==Overview== | ==Overview== | ||
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===Flat tappet=== | ===Flat tappet=== | ||
| − | Flat tappet lifters are | + | Flat tappet type lifters are actually not perfectly flat, they have a very gradual radius ground onto them to help the lifter to rotate (along with the angle of the cam lobe). Most flat tappet lifters resemble a cylinder of steel with an internal snap ring on one end holding in a pushrod cup. |
Flat tappet cam/lifter valve trains were the primary form of valve actuation for domestic engines from the early '50s until about the mid-'80s. They were reasonable durable and reasonably reliable, although there were better designs. Not until the EPA mandated a change in the motor oil formulations did they fall out of favor. | Flat tappet cam/lifter valve trains were the primary form of valve actuation for domestic engines from the early '50s until about the mid-'80s. They were reasonable durable and reasonably reliable, although there were better designs. Not until the EPA mandated a change in the motor oil formulations did they fall out of favor. | ||
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| + | ====Flat tappet lifter foot==== | ||
| + | The lifter foot of a flat tappet lifter is not perfectly flat, instead it is slightly convex. This is done to allow the lifter to rotate, and the shape of the lifter combined with the shape of the cam lobe is what causes this rotation. The rotation of the lifter keeps the highly loaded interface between the lifter and cam lubricated and cooled so as to not cause excessive wear during operation. | ||
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| + | [[File:Cam lobe angle.jpg|thumb|left|300px|Exaggerated view of flat tappet lifter crown and cam lobe]]<br style="clear:both"/> | ||
====Mushroom flat tappet lifter==== | ====Mushroom flat tappet lifter==== | ||
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Solid flat tappet lifters are still used in some high performance engines, solid roller valve trains are the choice for racing when allowed and street/strip engines used at high RPM. They are as durable as a hydraulic lifter in flat tappet form, but suffer the same wear problems due to the decrease of wear additives that have been removed from current motor oil. | Solid flat tappet lifters are still used in some high performance engines, solid roller valve trains are the choice for racing when allowed and street/strip engines used at high RPM. They are as durable as a hydraulic lifter in flat tappet form, but suffer the same wear problems due to the decrease of wear additives that have been removed from current motor oil. | ||
| − | Solid lifters are not used in modern engines because they make enough noise that they could confuse knock sensors. | + | Solid lifters are not used in modern engines because they make enough noise that they could confuse knock sensors, and the need for periodical maintenance is seen as too costly for the manufacturers to do under warranty. |
===Roller lifter=== | ===Roller lifter=== | ||
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The lifter is the most precisely machined part in the engine. The plunger OD is matched to the lifter body ID; the close tolerances are required to give the correct amount of bleed down. For that reason, there is a chance you might need to go through more than one lifter to find a good match to the old plunger OD. The MAIN thing is that the plunger not be too tight. Slightly loose will still perform OK, although there's a chance there could be some slight tapping at idle. But if the lifter and cam cannot for whatever reason be replaced as a set, this is STILL preferable to putting a new lifter on a used cam. | The lifter is the most precisely machined part in the engine. The plunger OD is matched to the lifter body ID; the close tolerances are required to give the correct amount of bleed down. For that reason, there is a chance you might need to go through more than one lifter to find a good match to the old plunger OD. The MAIN thing is that the plunger not be too tight. Slightly loose will still perform OK, although there's a chance there could be some slight tapping at idle. But if the lifter and cam cannot for whatever reason be replaced as a set, this is STILL preferable to putting a new lifter on a used cam. | ||
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[[Category:Engine]] | [[Category:Engine]] | ||
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[[Category:Camshaft]] | [[Category:Camshaft]] | ||
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