Yes. All the lifters in both engines are being replaced. Not even taking the engine off the dyno. Hopefully up and running again Mon or Tue. The old engines peaked at 660 @ 5600 these were 660 @ 5400, 675 @ 5600 and still climbing but he said he could hear a rocker making noise and he was right.

tim,you make it seem like your engines make no power,630 is not bad if you think about it.i would love to see how your engine would respond to a crane 139651 cam.i don,t remember your cam specs.

It starts at the lobe profile , goes to the valve train weight , ends at the spring rates .
When everythings right you can hear it on the Spintron , smooth , quiet , and it will make reliable power.
If it sounds like a hog eatin hickory nuts , its Thrashing and its gonna break ****. Power will suck because the valves cant seal.
If you watch the graphs on a Spintron , you can see the valve loft , watch it crash the lifter back on the back side of the cam .
Then you can see the push rod resonate from the impact , then the valve bounces from the Tuning Fork effect of the valve train trying to dampen out
the energy from the lifter to lobe crash.

no mine do ok, but lets face it, 630 out of a 540 is no home run at all... that's all I mean, I feel my valvetrain is compromised for making more power when it just does not, now if I saw the 68-700 mark I would understand the aggressive cam, I wish I knew more then, these make 30 more HP and 30 less TQ then my old engines that was VERY easy on valvetrain that's all.

cams now are 241/[email protected] 681/663 lift on a 112 LSA

I also think a 315 head would have done much better for me.

all good, just asking.

And when the valves are slamming shut and bouncing off their seats, power goes down, heat goes up. Even on what should have been milder cams, the unstable custom lobes caused significant damage to the valve seast. New AFR heads with less then 100 hours needed major work to fix the exhaust seats that had been pounded in to the head. The problem gets worse when the seat moves from the extreme heat and the valve seal gets worse. These were on 4400 max rpm engines. It was on two different engines and made me question the quality of the AFR heads before I realized completely what was going on.

I find this thread amusing..we've gone full circle and now off the shelf cams are good.
I based most of my engines w/ off the shelf cams as well as head so the end user later down the line could get the original parts and have similar hp/tq.
I find it funny some of the fan boys(combo,combo,combo,you know who you are) are now agreeing on off the shelf cams when all they did was push custom.
I always liked the crane cams(even when I got flamed),lunati,erson,and even edelbrock,I run Isky now but have used them all,and w/ good results and longevity.
A quick internet search will show who who is truely 2 faced when it comes to cams,right HP1 and buddy(keep learning from others people hard work and call it your own).guess your trying a new line to get customers.

I often wondered why a new lobe could be created from scratch so fast and be at your door step the next day. I was beginning to think that maybe Kip had a magical horse show up his rectum. But up to this point I didn't much question it because there really wasn't any reported failures. Or maybe I just didn't put two and two together. I also wondered why a guy of your caliber was having custom cams spec'd and put in your motors. And why you just didn't open up a lobe book and pick your own.

I had three different motor renditions that I worked like a mad man trying to get cooling temperatures under control. I finally did but in the process I spent thousands of dollars and even more man hours playing around with the cooling system. I wonder if valve bounce could have been the culprit all along...

At this point Alex do you have any idea (dollar wise) what this has cost you and your company?

Seems like it would be hard to cool the valve, when its bouncing off the seat?

May have had something to die with all the carbon in the intake runners.