Valve train points to check

==Overview==

==Overview==

The valve train is one of the most important segments of any engine build. There can be no destructive contact/collision between any part of the reciprocating assembly and the valve train. And contact between any castings and the valve train has to also be avoided. Clearances have to be established and checked to be sufficient with the engine under operation up to its design limit.  

The valve train is one of the most important segments of any engine build. There can be no destructive contact/collision between any part of the reciprocating assembly and the valve train. And contact between any castings and the valve train has to also be avoided. Clearances have to be established and checked to be sufficient with the engine under operation up to its design limit.  

==Things that affect valve train clearances==

==Things that affect valve train clearances==

Many things can affect valve train clearances. When an engine is rebuilt or modified, often the block and/or cylinder heads will be milled to provide a flat surface with the correct finish for the head gasket to seal. If a different lift camshaft is installed, or if a different design or ratio rocker arm is used, or different length valves, resurfacing the valve and seats, different compressed thickness head gasket, changes to the stud boss height and/or installing guide plates or different design studs, lifter having a different measurement between the foot or roller and the pushrod cup, changes to valve spring installed height or diameter, or spring retainer and/or lock type, and different pushrod length all can change the clearances and geometry of the valve train. So if any of these things have been altered, the valve train clearance points need to be checked and verified to be correct. Manufacturing and tolerance stacking and wear can all change the exact measurements, so these things should be physically measured rather than figured using published figures.  

Many things can affect valve train clearances. When an engine is rebuilt or modified, often the block and/or cylinder heads will be milled to provide a flat surface with the correct finish for the head gasket to seal. If a different lift camshaft is installed, or if a different design or ratio rocker arm is used, or different length valves, resurfacing the valve and seats, different compressed thickness head gasket, changes to the stud boss height and/or installing guide plates or different design studs, lifter having a different measurement between the foot or roller and the pushrod cup, changes to valve spring installed height or diameter, or spring retainer and/or lock type, and different pushrod length all can change the clearances and geometry of the valve train. So if any of these things have been altered, the valve train clearance points need to be checked and verified to be correct. Manufacturing and tolerance stacking and wear can all change the exact measurements, so these things should be physically measured rather than figured using published figures.