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Engine Mechanical TopicsDiscussion for motor builds, cams, head work, stripped bolts and other engine related issues. The good and the bad. If it goes round and around or up and down, post it here.
This one is getting very interesting. I would think that 99.9% of streetable harley's rarely get to 6g's on a regular basis and with that I can understand what floating a valve could do and trying to limit that would be the objective providing one keeps the cushion necessary to maintain a minimum amount of travel. Question With that said What would be the actual difference in a TL lifter set at .050" and A standard lifter set at .150"?
And to the original poster of the thread, You can always just disassemble the lifter to remove the .100" spacer and make it an 850 lifter if you wanted to...
Last edited by 98hotrodfatboy; Sep 13, 2015 at 08:59 AM.
What difference do you mean? Preload? Should be similar/the same depending on the manufacturer is suppose.
If you set the preload on a LT lifter to.050" that would leave.050" of travel and if you set the preload on a regular set of lifters to.150" it Will leave you .050" travel right? So what would be the difference between the two and why bother with the LT lifters?
It would leave you with the same amount of "compression" within the lifter, but expansion is limited on the later. If both lifters are pumped up and floating valves, the limited lifter will only allow ~.050" extra before the pushrod becomes unseated, while a regular lifter would allow that .150" before becoming unseated. Assuming all else is equal. Most engines will have that extra .050" clearance for the valves at TDC. Basically, a regular lifter would be allowed to pump up and hold the valve open farther before "technically" floating a valve.
As stated earlier, advantages? Not many, but for the 80˘ price difference I run the HiRev sets.
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