Mechanical valve lash adjustment buckets
11-20-2006, 11:56 AM
#1
Three Wheelin'
Thread Starter
Mechanical valve lash adjustment buckets
Has anyone ever found a shim type bucket to replace the hydraulic ones with? The 928 seems to use a 35mm diameter body, if there were solid one with that same size it may be useful.
11-20-2006, 12:23 PM
#3
Three Wheelin'
Thread Starter
Mark, I would enjoy discussing valvetrain design if you really want to know why but I have a feeling that the purpose of your post was to **** on my parade, not get into a technical discussion. I know that you specialize in stock replacement parts for Porsches and I would gladly come to you if I needed some but I'm currently interested in a serious effort 928 engine build.
11-20-2006, 12:32 PM
#4
The Parts Whisperer
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[QUOTE=Mike Simard]I have a feeling that the purpose of your post was to **** on my parade, not get into a technical discussion. QUOTE]
Not true. I know of someone who sepnt alot of time on that cylinder head and he did use solid lifters but it was becuase he was turning something like 8800 rpm. He told me that up to about 8500 the hydraulic was fine.
Not true. I know of someone who sepnt alot of time on that cylinder head and he did use solid lifters but it was becuase he was turning something like 8800 rpm. He told me that up to about 8500 the hydraulic was fine.
11-20-2006, 12:55 PM
#5
Three Wheelin'
Thread Starter
OK, I'll give you the benefit of a doubt 
Here's why I'm considering them.
Even though they may not all completely collapse at the rpm range they'll see, if one did the valve would be slapped abrubptly every time it opened, exsessive valve system lash either in the form of poorly adjusted mechanical or collapsed hydrailic mechanism can break things from the abrupt contact of components with no 'cushion' like the gentle starting ramp on the cam. Collapsed lifters worry me more than the mere inconvenience of having decreased lift.
Weight is another consideration but not only in the usual sense. I like to use lightweight valvetrain parts in order to be able to use softer springs, that allows less stress on the other components like timing belts if the mass AND spring pressure is less. I see light valvetrains as more reliable.
Adjusting them, especially with the optimal top hat type shim is hard work but if you're a gearhead that's a good thing. Adjusting valves is almost as sheerfully zen as setting individual throttles, ahh.
You also don't wonder if your valves are collapsing at a certain rpm and robbing power, unless you put them on a spinatron you could never be sure.
Here's why I'm considering them.
Even though they may not all completely collapse at the rpm range they'll see, if one did the valve would be slapped abrubptly every time it opened, exsessive valve system lash either in the form of poorly adjusted mechanical or collapsed hydrailic mechanism can break things from the abrupt contact of components with no 'cushion' like the gentle starting ramp on the cam. Collapsed lifters worry me more than the mere inconvenience of having decreased lift.
Weight is another consideration but not only in the usual sense. I like to use lightweight valvetrain parts in order to be able to use softer springs, that allows less stress on the other components like timing belts if the mass AND spring pressure is less. I see light valvetrains as more reliable.
Adjusting them, especially with the optimal top hat type shim is hard work but if you're a gearhead that's a good thing. Adjusting valves is almost as sheerfully zen as setting individual throttles, ahh.
You also don't wonder if your valves are collapsing at a certain rpm and robbing power, unless you put them on a spinatron you could never be sure.
11-20-2006, 01:04 PM
#6
Nordschleife Master
Mike,
Whooo. Take it easy. Not sure if you know, but Mark races these cars. And when he or the people that work for him (Jim Bailey) tell you something, its not a line to sell you stuff. These people speak from experience. You will find this board very helpful, but i suggest you listen to the suggestions you get here.
Marks question to you is valid, have you changed internals to spin at a higher RPM, is this a race engine or for a street driven car. More information would be helpful.
Whooo. Take it easy. Not sure if you know, but Mark races these cars. And when he or the people that work for him (Jim Bailey) tell you something, its not a line to sell you stuff. These people speak from experience. You will find this board very helpful, but i suggest you listen to the suggestions you get here.
Marks question to you is valid, have you changed internals to spin at a higher RPM, is this a race engine or for a street driven car. More information would be helpful.
11-20-2006, 01:06 PM
#7
Three Wheelin'
Thread Starter
Also Mark, I know that it's hard to convey feelings and such on message boards so please remember that I do indeed respect your opinions and like it that you are who you are, it is important to say what we want to say though 
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11-20-2006, 01:16 PM
#8
Three Wheelin'
Thread Starter
Whoa!, Ryan just pointed out the difference between Mark and Jim, I may have you two confused, sorry. I was basing my stance on past posts about Porsche "stockness" which is always enjoyable and felt like I had some history from that which would make this thread understood and non-confrontational. I apologise for the confusion gentlemen. 
11-20-2006, 02:05 PM
#9
Rennlist Member
People aren't always going to know about past discussions you've had here, or relate your post to that discussion -- especially if there is little to distinguish your post from others(avater, sig, etc.)
08-09-2009, 05:59 PM
#10
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Possibly a too latecoming reply but I send it anyhow.
Many European engines use 35 mm dia buckets. If they all are of non-hydraulic type, I can’t tell. Some use hydraulic, others not. The lenght of all are 26 mm and they are used in a multitude of engines from the following manufacturers: Alfa Romeo, Audi, BMW, Ciroen (a few), Ford Europe, MB, Nissan, Opel/Vauxhall, Peugeot (a few), SEAT, Skoda, VW and Volvo.
Manufacturers:
Schäffler INA, http://www.ina.com/content.ina.de/en...tive/index.jsp
Metelli, http://www.metelli.com/
Federal Mogul AE, http://www.federal-mogul.com/en/BrandSelector?brand=AE
I have only been able to find catalog material from Metelli.
Many European engines use 35 mm dia buckets. If they all are of non-hydraulic type, I can’t tell. Some use hydraulic, others not. The lenght of all are 26 mm and they are used in a multitude of engines from the following manufacturers: Alfa Romeo, Audi, BMW, Ciroen (a few), Ford Europe, MB, Nissan, Opel/Vauxhall, Peugeot (a few), SEAT, Skoda, VW and Volvo.
Manufacturers:
Schäffler INA, http://www.ina.com/content.ina.de/en...tive/index.jsp
Metelli, http://www.metelli.com/
Federal Mogul AE, http://www.federal-mogul.com/en/BrandSelector?brand=AE
I have only been able to find catalog material from Metelli.
08-09-2009, 07:56 PM
#11
Three Wheelin'
Is everyone brain dead or isn't Mike's 427 the engine we have all been drooling over for the last 2 weeks? I bet you can count on one hand the number of engine builders here that are also capable of design and fabrication.
08-10-2009, 01:19 AM
#12
Nordschleife Master
Mike --
Greg Gray is working on solid lifters for a 16V engine, he may know.
Also, the 16V solid lifters for 944 will probably work with 32V 928: http://www.lindseyracing.com/LR/Parts/SOLIDS16V.html
Greg Gray is working on solid lifters for a 16V engine, he may know.
Also, the 16V solid lifters for 944 will probably work with 32V 928: http://www.lindseyracing.com/LR/Parts/SOLIDS16V.html
