Roller Cam Lifters

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Roller Cam Lifters
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It really does not matter what type of lifter is used, the overall principle is the same, which is to transmit or pass along the movement of the cam lobe to the push rod.

The force that exists between the lifter and the cam lobe can be relatively high; it also does not matter if the lifter is mechanical or hydraulic. As the valve is being opened, keep in mind, there must be enough force being applied to triumph over the force of the valve spring. For that reason, all of this force is positioned on the metal-to-metal contact area connecting the cam lobe and the lifter.

Through the above mentioned process, the valves are open and closed thousands of times a minute, and the bottom face of the lifter is at all times in direct contact with the cam lobe. Over time all of this creates wear on these components, so in order to reduce the amount of wear on the cam and lifter, a number of modern engines now use roller lifters.

A combined version of mechanical and hydraulic lifters is what makes up a roller lifter.

The body itself may be mechanical or hydraulic that makes up a roller lifter, however, the difference is in the bottom of the lifter that contacts the cam lobe. A small metal wheel or roller is mounted directly to the bottom of the lifter that rides on the cam lobe, rather than a flat metal surface.

The roller itself looks like a wheel caster and the action of the wheel on the lifter is comparable to that of an office chair. A chair without wheels has a lot of resistance and is relatively hard to slide across the floor.

On the other hand the chair will move relatively trouble-free across the floor with little or no resistance when there are wheels attached, this also holds true for the roller lifter.

With the example of the office chair in mind, the lifter is free to rotate when a roller is attached to the end.

For that reason, as the wheel rides the length of the camshaft lobe, the roller basically rotates rather than sliding along the face of the lobe like the other two lifters you read about earlier.

Since the lifter rolls the length of the surface, very slight friction is produced; as a result the parts don't wear as much.

Up until recently, roller-type lifters were merely used in high-performance applications.

Nonetheless, in today's times they are being used in standard passenger vehicles more frequently because of their better wear characteristics.

Solid lifters involve periodic fine-tuning, which can only be accomplished after the valve covers have been taken off, and are famous for being loud at low engine speeds due to the shocks created by the valve train. For the most part, hydraulic roller lifters are reasonably quiet, as they absorb this shock.

With hydraulic roller lifters you do not need to make any adjustments!

Always check with your local speed shop or auto parts store for your proper application.

A look at the 2009 Arctic Cat ATV line up

Got a need for a specialized ATV or UTV? Arctic Cat is trying to fill it with its dynamic 2009 model lineup that was unveiled at its hometown 2009 dealer meeting in Thief River Falls, Minn., in early June.

The company has several new models featuring more power, and some featuring less power.  

Most of its machines ride a little bit lower for 2009, though one purpose-built mud machine rides a lot higher.

Cat engineers built more machines for two-passenger riding, and at the same time expanded options for younger riders. They rolled out a new Prowler UTV that’s going to bring sheer joy to performance junkies, and another new working-class Prowler that screams “utility.”

Cat’s got a new engine of its own, a 545cc liquid single, that is found in an H1 model, a 2-up TRV and a Prowler, and expanded the Thundercat engine. It also introduced new 150- and 300-class engines shared with KYMCO that are placed in a machine aimed at a new “transitional” market and a new sport quad, respectively.  

All totaled, Arctic Cat eliminated 9 machines for 2009, including the 700 Diesel, 400 4x4, two DVX models (400 & 250) and two TRVs (650 & 500), while creating 13 new models. New machines include:

• Two new Prowlers, headlined by the Prowler XTZ 1000, featuring the 951cc liquid-cooled twin introduced in last year’s Thundercat, plus a Prowler 550 flatbed, featuring the new 545cc single and a flatbed rear.

• Three new TRV (Two Rider Vehicle) models, including a full-featured TRV 1000 Cruiser, plus a TRV 550 and TRV 400.

• An exciting, custom-made-for-mudding 700 MudPro, featuring huge tires, a snorkel and 14 inches of ground clearance.

• The scaled down Arctic Cat 150 — the first in an emerging class of quads aimed at teenagers 14 years and older.  

• Three sporty new DVX models, including a DVX 300, plus new kids DVX 90 and 50 models.

• Two other new kids quads, 50cc and 90cc utility machines.

Plus, all full-sized Cats except the MudPro get new ergos and ride height this year, taking advantage of the suspension sit-in and lower seat that made the Thundercat ergos so popular in its debut last year.
So sit down, Barack, because Arctic Cat appears to have cornered the market on change.

<b>Not For Mr. Lonely</b>

In these tough times in the ATV market, only one segment is experiencing growth: multi-passenger vehicles. Whether the seating is front-and-back or side-by-side, ATVs and UTVs that allow drivers to share the experience with a passenger are hot, and Arctic Cat is aiming to capitalize.

For traditional ATV riders, Cat is expanding its TRV Cruiser line while tweaking the engine options on the standard TRVs.

“We’re one of only three manufacturers offering 2-ups, and now we’re offering the best of the best,” explained Ole Tweet, general manager of Cat’s ATV division and VP of new product development.

There are two Cruiser models — a TRV 1000 H2 EFI Cruiser featuring the Thundercat’s big 90-degree twin, and the TRV 700 H1 EFI Cruiser featuring Cat’s 700-class fuel injected single — and both are glorious. They have a long list of standard features that includes a tall windshield connected to a new 2-piece fairing; mirrors; a cup holder; a comfortable 2-up seat with heated hand grips and a comfy backrest for the passenger; heated handlebars; a huge, lockable touring/storage case in back; and classy looking, 12-inch machined aluminum wheels. The 700 even comes standard with a winch.

We only had a brief chance to ride the Cruisers on a small test track set up for the demos, so our evaluation is far from complete. But, from what we saw, our now one-issue-old 2008 ATV Of The Year — the Polaris Sportsman 800 EFI Touring — already has stiff competition.

The other two 2-up ATVs are the TRV 550, featuring Cat’s new engine, and a TRV 400, featuring a 366 air-cooled single. On the new 550, Cat is claiming the top horsepower in its class, though they were unaware of the new Yamaha and Polaris mills being released when they made that claim. We’ll be sure to run them off and name a winner for you.
The standard TRVs don’t have quite as long of a list of standard features as the Cruisers, but still make nice 2-up buggies, thanks to an expanded wheelbase and a nice seating setup.

<b>On The Prowl</b>

Like the TRVs, the side-by-side Prowler UTVs benefit from two of Cat’s newest powerplants — the 1000 and the 550.

The Prowler XTZ 1000 truly delivers ecstasy when you plant the gas pedal to the floor — it accelerates harder than any UTV on the market, bar none.

Driving over consecutive bumps, we were able to get this big dog to wheelie, but that’s not to say that it’s unstable.

Cat engineers redesigned the suspension systems on the Prowler 1000, lowering the ride height. With it, ground clearance dropped from 12.5 inches to a still respectable 10 inches, but it also stabilized the machine. Dual A-arm front and rear suspensions each offer 10 inches of travel.

As fun as the XTZ is to drive, it’s also easy on the eyes. It gets “sunset orange” paint with flame graphics. A hood scoop in front is all aesthetic — it connects to nothing — but it creates a real boss look. Foot rails, box rails, a custom-looking steering wheel, high-end shocks and a wide rear-view mirror all come standard.

The popular Prowler XTX 700 H1 EFI and Prowler XT 600 HI return largely unchanged. Features like aluminum wheels, tilt steering and a turf-saver setting come on the 700, and both have 12.5 inches of ground clearance and 10 inches of travel.

New for 2009 is a Prowler 550 H1 EFI Flatbed. As the name implies, it gets the new 550-class single from Cat, plus a flatbed in the back instead of a box. It was described by Cat officials as the work/utility-oriented “price buster” in the Prowler lineup.

<b>Custom Build For Muddy Bob</b>

Literally moments after the first wave of dealers saw the new 700 H1 EFI MudPro, message boards on mudder sites were going wild with buzz over the most ready-for-action mud machine ever built by any manufacturer.

The MudPro is far more than a name and cool graphics. It’s got multiple features that make it ready for the soupiest, sloppiest sink holes around. Starting from the ground up, it rides on giant, 28-inch High Lifter Outlaw MST tires mounted on 12-inch machined aluminum wheels. They attach to a raked suspension that features 14 inches of ground clearance.

Most notable at a glance, however, is a high-water snorkel that sucks in air higher than the handlebars. It also comes standard with front and rear bumpers, wide fenders and a 3000-pound winch “for pulling the other guys out,” a Cat official quipped.

The clutching and 4.0 gearing on the machine are specifically set up for mudding, Cat officials said. We didn’t get a chance to go bogging on it yet, but even taking it for a test drive on the small dealer demo course, the MudPro felt very tall, strong and competition-ready.

<b>A New Class For Emerging Riders</b>

Cat’s other class-breaker is the all-new 150 2x4. For years, riders and some factory officials have complained that there aren’t any machines for teenagers who are too big for a 90 but not old enough for a full-sized utility quad — in fact, all factory warning stickers tell owners that their full-sized quads are for ages 16 and up only. But sticking a 180-pound 15-year-old on a 90 is ridiculous.

Finally, after the manufacturers worked with the Specialty Vehicle Industry Association, a class was created for these “tweeners” or, as Cat called them, “transitional riders.” The first model released for them is Cat’s 150.

It features a smallish chassis, smaller than the 200s and 250s on the market, yet notably larger than the 90s. Its 149cc KYMCO-built engine is twice-governed through the CVT transmission. In stock form, it’ll top out at about 20 mph. Remove one spacer, and it’ll reach up to 30 mph. Remove both spacers, and the climbing belt will allow the machine to max out at 38 mph.

The machine comes with twin headlights and taillights, digital instrumentation and forward and reverse gears, and it weighs in at a claimed 334 pounds.

The 150 is fun. We took it for about 15 laps around the demo course and didn’t want to get off — it’s like a mid-sized go-cart. We tortured it over bumps and jumps and rollers, and it kept asking for more, and we could envision our own kids transitioning from their little quads to this machine in the future.

<b>What Else Is New?</b>

The DVX lineup changed significantly. Cat officials dumped both the Suzuki-based DVX 400 and the KYMCO-based DVX 250 and settled on a DVX 300. It’s closer in substance to the 250, featuring a dual overhead cam 270cc that’s got the same bore as last year’s 250, but with a longer stroke and two additional valves (now 4).

At 44.7 inches, it’s 3 inches wider than last year’s 250 but an inch narrower than the 400. A dual A-arm front suspension and swingarm in the rear handle the moguls, with new shock calibrations and adjustable preload up front. Power is put through a CVT tranny.

Like the 150 2x4, it feels like a transitional model more than anything. It won’t be confused with a race quad, but it’s fun and sporty nonetheless.
Cat also expanded its kids quad lineup. The 90cc sport and utility machines are governed through the CVT to allow them to be certified for a Y10 category (ages 10 and older), with two settings – 15 mph and 30 mph. That eliminated the need for a 70, so Cat launched utility and sport quads. The 90s feature reverse gear – a rare feature for kids quads.

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i have a 1990 chevy tbi 350 and want to put a larger cam in it?

the truck was a v 6 truck and i built a 350 tbi roller cam and lifter v 8 for it im not happy with the power it has and i want that cammed out sound if i put a larger cam in it how big should i go with it and what all will i have to change on the motor and will i need a new ecm
i am most un happy with top end it has the stock 4 speed with od manual tranny in it and the 5th/over drive gear will only hold speed not gain any plus i put flow master pipes on it i run 2 inch pipes to the mufflers and dumped it right in front of the rear axle the truck still has the 76 ecm where can i buy this piggy back and what does it do

Is there a chance that the fuel map for your existing engine are too lean?
Getting a piggy back unit for the ecm might be a good idea so that you can be sure the engine is not starving with the way it is set up now.
Are you unhappy with the low end or top end?
If it is the low end, then maybe you went too big on the exhaust system.
Try the Summit Racing tech line, they will give you better help then most of us can.

Synthetics and other motor oil varieties seeing heightened demand
Sales of synthetic motor oils and products containing higher amounts of zinc are up among the members of AAM Group/Parts Pro.

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