Pontiac Lifter Guide - Lifter Lowdown

As Electrical Discharge Machining (EDM) technology was introduced, we began exploring the effects of directing oil flow onto the camshaft lobe by way of the lifter face. We determined using our in-house spin fixtures that a 0.024-inch hole located 0.200-inch off the lifter's centerline significantly reduced lobe and lifter wear, especially when used on high-rpm engines equipped with high-ratio rocker arms and excessive spring pressure.

Our testing shows no adverse effects on overall engine oil pressure when using either type of lifter.

HPP: What do you see as the main benefits of a solid flat-tappet camshaft?
DC: The function of the hydraulic lifter can limit the effective rpm range of a given engine. Solid lifters give the option to run the engine higher, assuming that it's built to accommodate the extended power band.

HPP: Do you have any comments/suggestions for those considering a solid flat-tappet camshaft?
DC: Along with the quality materials used to produce today's components, modern poly-locks have significantly reduced the need for continual adjustment, but any flat-tappet cam is susceptible to failure due to the lack of anti-wear additives in modern-spec oil and we suggest using our oil supplement to combat that. We also suggest that bracket racers regularly check lash settings to maintain maximum performance, while most hobbyists with street-driven engines can get away with checking them once or twice per year. Immediately search for any signs of wear if lash changes.

HPP: Do you see any immediate changes in solid flat-tappet lifter technology in general?
DC: Not when concerning lifter function, but we do offer a new line of solid flat-tappet lifters designed for extreme competition applications. The body is machined from billet steel, the Cool Face option is added, and the face is polished to a mirror-like finish. A typical cast-body lifter might pass the Rockwell hardness test in the 51 to 55 range. Our billet lifter tests between 64 and 66. It's the ultimate for those running extreme rpm and spring pressures, and requires a billet camshaft. Each set is made to order and starts around $450.

Crower Cams And Equipment
Dept. HPP
6180 Business Center Ct.
San Diego, CA 92154
(619) 661-6477
www.crower.com

Crane Cams
Crane Cams has been producing valvetrain components for more than 50 years and, like its other lifters, the company's hydraulic rollers are some of the best on the market. The company's Product Manager, Chase Knight, explains the features of Crane's hydraulic roller lifters to us.

High Performance Pontiac: Does your company produce its own hydraulic roller lifters?
Chase Knight: Our hydraulic roller lifters are produced in-house with long-term reliability as a primary goal. The lifter body is precision machined from billet steel that's heat-treated and ground to our stringent specifications. Its hydraulic internals are custom-fit in the body to ensure proper leakdown rate and quiet operation. A special wheel, bearing, and axle assembly is then installed.

HPP: How many different hydraulic roller lifter sets does your company presently offer for Pontiac engines?
CK: Just one. Our No. 28532-16 retrofit hydraulic roller lifter is specifically designed for the Pontiac V-8, so it isn't the same as other 0.842-inch diameter roller units we offer. The set carries a retail price of $635 and is available direct or through most major mail-order suppliers.

HPP: Have you found an rpm range where pump-up occurs?
CK: The maximum engine speed of a hydraulic roller combination is dependent on the camshaft profile, valvespring pressure, and overall weight of the valvetrain components. In most instances, 6,500 to 7,000 rpm is achievable in a correctly prepared street engine. Extreme racing applications have turned over 8,000 rpm successfully, but we're talking about all-out race-prepared engines with very stiff valvesprings and lightweight components.