Crane #132561
05-05-2015 | 07:21 PM
#22
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05-07-2015 | 06:42 AM
#24
MarineKinetics
Joined: Oct 2002
Posts: 942
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From: Rochester, NY
Lifter
Sparky,
The best flat tappet lifter I have personally used is the GM PN 5232720 or AC Delco PN HL66, but a set of 16 (PN 12371044). The body and foot are two distinctly diverse materials with a chilled iron lifter foot spun welded to the steel body. Due to the design and construction of the hydraulic lifter they do not utilize an EDM on the foot of the lifter. When utilized with the proper lubricant, and more importantly, to a quality core, both surfaces will “work harden” resulting in a very durable interface.
Bob
The best flat tappet lifter I have personally used is the GM PN 5232720 or AC Delco PN HL66, but a set of 16 (PN 12371044). The body and foot are two distinctly diverse materials with a chilled iron lifter foot spun welded to the steel body. Due to the design and construction of the hydraulic lifter they do not utilize an EDM on the foot of the lifter. When utilized with the proper lubricant, and more importantly, to a quality core, both surfaces will “work harden” resulting in a very durable interface.
Bob
05-07-2015 | 07:08 AM
#25
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Joined: Jul 2004
Posts: 11,332
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From: chicago
Just checked the ones I have . Heres a couple pics of them. Summit has them for 90 bucks for a complete set. If you buy them individually, they are around 12 bucks there. Prob easier to just grab them from summit
http://www.summitracing.com/oh/parts...1044/overview/
http://www.summitracing.com/oh/parts...1044/overview/
05-07-2015 | 08:46 AM
#26
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yea there so cheap anyway its not worth the time to box them up.
rmbuilder thanks for the response I will use those lifters for sure.
Most people would consider crane cores high quality i assume, is there anything i can do to verify that?
rmbuilder thanks for the response I will use those lifters for sure.
Most people would consider crane cores high quality i assume, is there anything i can do to verify that?
05-07-2015 | 05:45 PM
#27
MarineKinetics
Joined: Oct 2002
Posts: 942
Likes: 4
From: Rochester, NY
Tip
Sparky,
Contrary to popular belief, the bigger problem with current flat tappet camshafts is not the lack of zinc in the oil formulations, as zinc content can be altered by the end user. The bigger issue is the quality of current core supplies. Because the OEM manufacturers have not used FT cores in any applications for ~30 years, the major core suppliers have largely abandoned their production. Many cores (and flat tappet lifters) are now manufactured offshore and are questionable in regards to materials and finishing.
There are supplies available of cores manufactured from quality materials like Proferal P++. In your case the Crane 132561 is ground on a premium core with attention to details like taper, surface finish, and lobe hardness.
Roll the engine over after installing the lifters on the cam. Make sure all 16 lifters are rotating freely in the bore at all times while the cam is turning. That will signify the crown of the lifter face is properly mating with the taper on the lobe.
If possible, breaking the cam in on the outer spring only, to reduce the spring force, will provide an opportunity to work harden the lobe/lifter interface with less stress.
Another helpful tip is to place a (white) mark on each pushrod just above the level of the machined surface for the rocker cover on the head. On initial fire up that will allow you to lift each rocker cover slightly and verify that each pushrod is continuing to rotate with the lifter. IF you see any that are not freely rotating you have the opportunity to shut down the engine prior to a catastrophic failure of the can lobe and/or lifter.
Do not restrict oil flow to the lifters or through the oil return in the valley.
Bob
Contrary to popular belief, the bigger problem with current flat tappet camshafts is not the lack of zinc in the oil formulations, as zinc content can be altered by the end user. The bigger issue is the quality of current core supplies. Because the OEM manufacturers have not used FT cores in any applications for ~30 years, the major core suppliers have largely abandoned their production. Many cores (and flat tappet lifters) are now manufactured offshore and are questionable in regards to materials and finishing.
There are supplies available of cores manufactured from quality materials like Proferal P++. In your case the Crane 132561 is ground on a premium core with attention to details like taper, surface finish, and lobe hardness.
Roll the engine over after installing the lifters on the cam. Make sure all 16 lifters are rotating freely in the bore at all times while the cam is turning. That will signify the crown of the lifter face is properly mating with the taper on the lobe.
If possible, breaking the cam in on the outer spring only, to reduce the spring force, will provide an opportunity to work harden the lobe/lifter interface with less stress.
Another helpful tip is to place a (white) mark on each pushrod just above the level of the machined surface for the rocker cover on the head. On initial fire up that will allow you to lift each rocker cover slightly and verify that each pushrod is continuing to rotate with the lifter. IF you see any that are not freely rotating you have the opportunity to shut down the engine prior to a catastrophic failure of the can lobe and/or lifter.
Do not restrict oil flow to the lifters or through the oil return in the valley.
Bob
05-08-2015 | 12:32 AM
#29
Platinum Member
Joined: Feb 2001
Posts: 4,290
Likes: 1,450
From: Virginia Beach
Sparky,
Contrary to popular belief, the bigger problem with current flat tappet camshafts is not the lack of zinc in the oil formulations, as zinc content can be altered by the end user. The bigger issue is the quality of current core supplies. Because the OEM manufacturers have not used FT cores in any applications for ~30 years, the major core suppliers have largely abandoned their production. Many cores (and flat tappet lifters) are now manufactured offshore and are questionable in regards to materials and finishing.
There are supplies available of cores manufactured from quality materials like Proferal P++. In your case the Crane 132561 is ground on a premium core with attention to details like taper, surface finish, and lobe hardness.
Roll the engine over after installing the lifters on the cam. Make sure all 16 lifters are rotating freely in the bore at all times while the cam is turning. That will signify the crown of the lifter face is properly mating with the taper on the lobe.
If possible, breaking the cam in on the outer spring only, to reduce the spring force, will provide an opportunity to work harden the lobe/lifter interface with less stress.
Another helpful tip is to place a (white) mark on each pushrod just above the level of the machined surface for the rocker cover on the head. On initial fire up that will allow you to lift each rocker cover slightly and verify that each pushrod is continuing to rotate with the lifter. IF you see any that are not freely rotating you have the opportunity to shut down the engine prior to a catastrophic failure of the can lobe and/or lifter.
Do not restrict oil flow to the lifters or through the oil return in the valley.
Bob
Contrary to popular belief, the bigger problem with current flat tappet camshafts is not the lack of zinc in the oil formulations, as zinc content can be altered by the end user. The bigger issue is the quality of current core supplies. Because the OEM manufacturers have not used FT cores in any applications for ~30 years, the major core suppliers have largely abandoned their production. Many cores (and flat tappet lifters) are now manufactured offshore and are questionable in regards to materials and finishing.
There are supplies available of cores manufactured from quality materials like Proferal P++. In your case the Crane 132561 is ground on a premium core with attention to details like taper, surface finish, and lobe hardness.
Roll the engine over after installing the lifters on the cam. Make sure all 16 lifters are rotating freely in the bore at all times while the cam is turning. That will signify the crown of the lifter face is properly mating with the taper on the lobe.
If possible, breaking the cam in on the outer spring only, to reduce the spring force, will provide an opportunity to work harden the lobe/lifter interface with less stress.
Another helpful tip is to place a (white) mark on each pushrod just above the level of the machined surface for the rocker cover on the head. On initial fire up that will allow you to lift each rocker cover slightly and verify that each pushrod is continuing to rotate with the lifter. IF you see any that are not freely rotating you have the opportunity to shut down the engine prior to a catastrophic failure of the can lobe and/or lifter.
Do not restrict oil flow to the lifters or through the oil return in the valley.
Bob
05-08-2015 | 11:35 AM
#30
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Well I wont have to worry about my roller tip flying off, there are ups and downs to both setups. From a reliability standpoint flat tappet is proven IF you can break it in correctly. Continental and Lycoming aircraft engines agree. Continental uses crane cams as a supplier from what I have heard... im sure that quality control is quite different on those cams though.
If I had more cash I would probably go roller, I could... but then I would just be throwing away all the parts I have.. plus in some weird way I am looking forward to setting up a reliable flat tappet motor.. maybe because I have heard of so many problems haha I want to make it work.
If I had more cash I would probably go roller, I could... but then I would just be throwing away all the parts I have.. plus in some weird way I am looking forward to setting up a reliable flat tappet motor.. maybe because I have heard of so many problems haha I want to make it work.
Last edited by sparky24; 05-08-2015 at 11:46 AM.
