Lightweight valve lifters
#18
Drifting
Why use solid lifters is another question, especially since 034 Motorsports claims that the lightweight hydraulic lifters work well in 16V Volkswagens up to 8300 rpm. If someone can sell me a short block that will live la vida loca above 8300 rpm for extended periods of time, I have a thick stack of c-notes just a pm away.
For a street engine the light weight hydraulic lifters will spin to 8500 easily (assuming you have appropriate valve springs). The problem is with high rpm prolonged (track) use they will partially collapse and the valves hang open. So, over 8k rpm they recommend the solids for race engines. Those lifters coupled with bigger cams have been spun to 9500 without issue.
The solid lifter came about for the big turbo I5s because spool wasn't happening until after 5000-6000 rpm. To get all the potential out of something like a GT42R you have to spin the engine silly fast.
#20
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#22
Rennlist Member
the use of solid lifters keep coming up, but in all of my seperience, solid lifters = manual valve lash adjustment (usually with hot engine).
how could you possibly adjust valve lash on a 928 engine?
how could you possibly adjust valve lash on a 928 engine?
#23
With big holes in the side of the cam box, or some other serious work on the 32V motors.
#24
Chronic Tool Dropper
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Or stacks of shims in a bucket on top of the lifter body.
#25
Rennlist Member
I think the questuion is how the heck you'd do it with the engine hot. I have no clue how to even measure the clearance, itkd take so long to remove the covers everything would be cold!
#26
Nordschleife Master
you dont need to adjust when hot.
However unless you are spinning seriously high RPMs constantly, stay hydraulic.
And dont run solid lifters on a hydraulic cam. A cam with a grind for a solid lifter will have a quieting taper to it of normally around 13mm.
However unless you are spinning seriously high RPMs constantly, stay hydraulic.
And dont run solid lifters on a hydraulic cam. A cam with a grind for a solid lifter will have a quieting taper to it of normally around 13mm.
#27
Former Vendor
I've used these lifters...but have only used the ones made in Germany.
Even with that, we are running at a somewhere between 20 to 35% rejection rates. (I threw away 17 lifters out of the last 50 we "inspected".) This is very high rejection rate, even for us. Because of our rejection rate is so high and because of what we have to do to find the "bad" ones...we have to sell these pieces at a slightly higher price...to literally make up for the ones we throw away. It is kind of a joke at the shop. I claim that I loose money on every one I sell, but I'm trying to make it up in volume! (The INA reps aren't interested in taking them back, once we have "inspected" them.)
The VW guys claim to have had problems with breaking ones made in Brazil. If the ones made in Brazil have a higher rejection rate than the German ones...it would be completely impractical for us to use them.
Even with that, we are running at a somewhere between 20 to 35% rejection rates. (I threw away 17 lifters out of the last 50 we "inspected".) This is very high rejection rate, even for us. Because of our rejection rate is so high and because of what we have to do to find the "bad" ones...we have to sell these pieces at a slightly higher price...to literally make up for the ones we throw away. It is kind of a joke at the shop. I claim that I loose money on every one I sell, but I'm trying to make it up in volume! (The INA reps aren't interested in taking them back, once we have "inspected" them.)
The VW guys claim to have had problems with breaking ones made in Brazil. If the ones made in Brazil have a higher rejection rate than the German ones...it would be completely impractical for us to use them.
#28
Former Vendor
Colin: You need to go grab a cam from a GT3 engine and see what they have been doing over the past few years with the opening and closing ramps...you'll be stunned.
#29
I see a big bull nose:
#30