So your setting the preload to 1 revolution .031" with the Rivera Pushrods Leaving .070" for plunger travel? I would have thought to splitting the .100" remaining travel and setting to .050"

I was using the Dynatek 2ki with a custom ignition curve and set rev limit to 6200 rpm.
Motor is a stroked Evo @ 96"
Cam was a custom ground Woods from a W6H base.



Obviously the valve bottomed out in the relief, no sign of hitting the edge of the relief when I took off the top end to inspect. Using custom milled Axtell 30* pistons..


I really did think the only thing that could cause it was valve float but like I said the Springs were brand new.. Installed with stage III headwork.

 

So what was the valve to piston clearance set at? I take it that it was an exhaust valve? I really don't consider Evo to be high oil pressure..

 

I never checked the valve to piston or valve to valve.. it was set up by hillside, I believe .060".. as for the oil pressure I have an S&S HVHP pump..

When the motor was initially set up it was set up with a Woods 9B that has more lift atTDC and more overall lift so by going to the other cam I didn't think it would be an issue...

 

I've been to Harley Davidson training many times , HDU , York Technical institute , Fairview college , and a few others for a ton of courses . I'm old so I cant remember when or which course but I do remember thermal growth being discussed in class . It was when Evo's were still being made . The number was .040" of growth , how true or accurate that is ? not sure I've never tried to measure it . ...............

Just sayin

 

So hillside did the whole motor for you?

Add:

Which valve hit?

 

What part of the motor is aluminum, that you are concerned about?

 

One thing to note, is that as things heat up, piston to valve clearances increase.

 

Yes, because the Pistons had to be milled and the combustion Chambers needed to be opened up with the valve seats moved deeper into the head to get the necessary clearance of valve to piston with the 9b cam. Not exactly sure which valve or valves hit.. There was no evidence when I tore it down..
When I did a test hit (motor warmed up) I was taken by surprise how quickly the motor revved in first gear then came the clacking of the valve train.. I heard a definite metallic tap and then the clacking. I pulled over and shut it off.. I was a little ways from the shop, so I started it back up and by the time I got back to the shop the clacking decreased dramatically.. If I can remember at that point I went with the Fueling short travel race lifters.. I believe I was told that the total piston travel was .123" and to set preload to .68".. Ran those for a while but never really could get them to quiet down.. I switched back to the S&S and no issues but I never did take the motor up beyond 6K after that..

Cylinder growth but the funny thing is cast iron sleeves and aluminum expand at different rates.. So how would one calculate that.. Aluminum has twice the expansion rate of iron..

 

Design engineers have the tools necessary to do all kinds of modeling and analysis. In today’s modern engines, these are not calculations that you can make on a napkin with a calculator. Finite element analysis is one of the methods that models 1,000s of points and variables and is run on super computers. Then they run test engines under all types of conditions while monitoring and analyzing all the data points that we modeled.

 

So I guess the big question is do I install the limiters in each lifter and then as per S&S bottom out the lifter and back off one full turn and leave it there. Then just enjoy what I have..