[Skip Fix]

Torker II is probably not going to cover 340 cfm ports without welding at the top. I assume the Northwind will but never personally seen one. First picture is a Torker II no weld and a 1233 gasket. Trimming to the blue at the top is as far as it can go. Second two show added weld.

Mt 500" has a 268/272 @ 0.050 on a 112 LS and has a rowdy idle but not too bad street driven, a bigger motor it would be milder.

[Steve C.]

On the 535 engine I linked the the best configuration on the dyno used the MODIFIED Torker II intake with an 850-cfm Quick Fuel carburetor. It was better than a Victor intake with a larger, 1,150-cfm Dominator carburetor. But again a 'small' hydraulic roller cam. Dave Bisschop's testing has suggested a Northwind intake tested better than a Victor intake, and note his 535 had a solid roller cam that suggests not much more intake duration than Ken Crocie's 535 combo linked. I say not much more because the exact cam specs are super squirrel information and not listed. And note both used Dave's 345 cfm heads.

"We've dynoed this combo in the past and were basically stuck in the 650-660hp range with a ported Torker II and 1" spacer, the new Northwind looks like it's worth 30-40 hp more and is right there with the Victor and then some for this application."

Dave's testing: http://www.sdperformance.com/newsStory.php?newsID=53


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[J.C.you]

Originally Posted by tom s

FYI,I helping a friend that drove a 700 lift solid roller cam on the street.He lost a couple rollers and lost the whole engine.If it's going to be a true street engine I would select the cam in moderation.Again JMO.Tom

What brand lifters Tom. He restrict lifter bores?

Another thing to the OP, get a shaft recommended for tight lash for street. Less beating on on those lifters.

[tom s]

JC,not sure what brand.My failure was with a set of Iskys with lifter bore restricted.I was lucky and caught it by accident.I think for a show car/bracket car you can get away with the solid rollers.With 700 lift and a LOT of street miles I think you REALLY have to watch them.I sometimes drive my cars a 100 miles each way in a day.For a race car they are what you need but for a "true" street car I just dont go there anymore.Again,JMO.Im building another 301 stroker engine right now and have been going crazy of what lifters im going to run.301s have a strange lifter bore,the reason Joe Sherman used solid rollers in my last build.The oil hole is .500 lower than a 400 block,the boss goes .300 lower toward the cam and also the oil hole is like a .500 wide going around the bore..Trying to figure out what hyd roller lifter can really be used in one with 600 plus lift.Tom

[61-63]

That will be a nice engine. Spending that much $$ I would spend a few dollars more and put Crower stainless steel roller rockers on it.

[TCSGTO]

Originally Posted by Steve C.

On the 535 engine I linked the the best configuration on the dyno used the MODIFIED Torker II intake with an 850-cfm Quick Fuel carburetor. It was better than a Victor intake with a larger, 1,150-cfm Dominator carburetor. But again a 'small' hydraulic roller cam. Dave Bisschop's testing has suggested a Northwind intake tested better than a Victor intake, and note his 535 had a solid roller cam that suggests not much more intake duration than Ken Crocie's 535 combo linked. I say not much more because the exact cam specs are super squirrel information and not listed. And note both used Dave's 345 cfm heads.

"We've dynoed this combo in the past and were basically stuck in the 650-660hp range with a ported Torker II and 1" spacer, the new Northwind looks like it's worth 30-40 hp more and is right there with the Victor and then some for this application."

Dave's testing: [url]http://www.sdperformance.com/newsStory.php?newsID=53[/url
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The cam used in the SD Northwind tests was a HR with “mid 250’s/260’s” duration. He’s tested some other large HR grinds in the bigger engines with 340cfm heads that make well over 650HP and are suppose to be very streetable. I may eventually try one out.

[Steve C.]

Opps, thanks for the correction on Dave's cam used.


My point was to agree with your comment regarding the Northwind intake, thus the material presented.


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[punkin]

Originally Posted by Steve C.

Also your parts list suggests the use of a straight set of stud mounted rocker arms. Presume your intended 340 cfm without the use of offset rockers on the intake.
Correct ?

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I'll check...I haven't seen the parts list details yet. Since you're asking, is this a concern or something I should watch out for?

[punkin]

Originally Posted by Steve C.

As an example and for interest here, this is very nice street build that made 650 hp with 535 cubic inches using 345 cfm Edelbrock heads with 2.250 intake valves. The cam here was a relatively mild 248 degree hydraulic roller... knowing that going to a solid roller cam you will need to add additional duration.

As in the case of this build in all likelihood the height of your intake ports on the proposed 340 cfm cylinder heads will require modifications to the Torker II intake manifold as done here. It will need TIG-welding for raised port tops in the intake, machined flat and port-matched. Nothing unusual.

https://www.hotrod.com/articles/ccrp...-alloy-indian/


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I've been looking into the Northwind but I haven't yet found anyone having this intake under a stock 68 firebird hood.

[punkin]

Originally Posted by tom s

This IS the street section,I would not do a solid roller.JMO,Tom

I'm not adverse to adjusting the rockers from time to time. What is your concern with running a solid on the street? Is it the spring pressures?

[punkin]

Originally Posted by 61-63

That will be a nice engine. Spending that much $$ I would spend a few dollars more and put Crower stainless steel roller rockers on it.

I'll see if it's in the budget. I thank you for the suggestion.

[J.C.you]

Originally Posted by tom s

JC,not sure what brand.My failure was with a set of Iskys with lifter bore restricted.I was lucky and caught it by accident.I think for a show car/bracket car you can get away with the solid rollers.With 700 lift and a LOT of street miles I think you REALLY have to watch them.I sometimes drive my cars a 100 miles each way in a day.For a race car they are what you need but for a "true" street car I just dont go there anymore.Again,JMO.Im building another 301 stroker engine right now and have been going crazy of what lifters im going to run.301s have a strange lifter bore,the reason Joe Sherman used solid rollers in my last build.The oil hole is .500 lower than a 400 block,the boss goes .300 lower toward the cam and also the oil hole is like a .500 wide going around the bore..Trying to figure out what hyd roller lifter can really be used in one with 600 plus lift.Tom

I agree the valve train is the weak link and needs attention in a high spring pressure SR build, especially if street driven, or beat the lifters in dirt/oval racing. Go easy on ramps, shoot for 220ish on the seat max, no LB restrictors, tight lash.

[1968GTO421]

Originally Posted by punkin

I'm not adverse to adjusting the rockers from time to time. What is your concern with running a solid on the street? Is it the spring pressures?

Solid rollers, like solid flat tappets, have a lash setting which creates a space when the roller is on the cam base which gets taken up when the ramp on the lobe contacts the roller. On a street car the idle is lower than a race engine and there is less oil splashing onthe roller and lobe. Also the roller tends to "smash" into the lobe ramp which occasionaly will cause failure on a street engine with the needles in the roller giving out and scattering debris in the engine. Hence the cautions on a solid roller on the street and why tight lash is important to minimize the "smash". (Sorry for the run-on sentnces.)

Hope this helps.

[Steve C.]

I suspect all the major players in the solid roller lifter business have pressure-fed oiling via a small hole straight from the oil gallery relief, down to the roller wheel and bearings. Not a end-all situation but this helps with a supply of lubricating oil where it is needed most. Some with a extra hole for additional high pressure pin oiling, one on each side of the bearing axle. I'm having my Crower solid roller lifters rebuilt and for a small extra charge they are adding the second hole.

Most will suggest that regular maintenance could help avoid problems. As far as maintenance, it is recommend watching the lash. Over time, the valvetrain will settle and the lash will not vary much. If you notice the lash on one or more lifters starts loosening up more than normal, that's when it is typically recommend pulling them out and inspecting them. If you notice play or roughness when working the bearing, send them in for rebuilding.


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[Steve C.]

"The amount of lash has no effect. It's the velocity at the lash point that hammers the valvetrain. A .030" clearance ramp doesn't have to be any harder on the valvetrain then a .010" ramp. Clearance is clearance."
Mike Jones
Jones Cam Designs

Source : https://www.speed-talk.com/forum/viewtopic.php?t=11597


( Information provided in this post does not represent any endorsement. And unless specified it is not based on personal experience and is offered for general interest only )

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[Steve C.]

And to muddy the water further regarding high pressure pin oiling on solid roller lifters. Make sure you understand the potential of the lifters not having their oil band exposed to the lifter bore feed holes 100 percent of the time under certain circumstances. I know the base circle of the cam has a impact as does the lifter oil band location and/or width for sufficient oil feed for 360 degree's of rotation.

It is up to the builder to inspect for sufficient oil feed for 360 degree's of rotation, IF DESIRED. Some suggest no issue with that situation, including the opinion of Crower when I called them years ago regarding the subject on a street application. My suggestion would be to talk to Mark at Luhn Performance on the subject.

If interested in the subject here is a Video with Crower solid roller lifters used in conjunction with a .4300" lobe lift solid roller cam in a Pontiac factory block. On the base circle the lifters edge orifice oiling hole is not exposed to the oil band. Until the lifters start to move upward the HIPPO oiling hole located within the oil band does not get 100 percent oiling.

https://www.youtube.com/watch?v=JoU_hUgq4O0&app=desktop


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[punkin]

Wow guys. Thanks very much. You have me very seriously rethinking the mechanical set up.

[Steve C.]

Side note- the information in my post number 36 here was just for general information. That is why I stated check it "IF DESIRED". Consider the untold number of people running solid roller lifters with thousands and thousands of miles on the street with that very situation and with NO reported issue with it.


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[punkin]

Thanks for the photos. Does anyone sell these already modified for this application? If not, where did you get yours done?

Thank you!

[Gary H]

Originally Posted by punkin

I've been looking into the Northwind but I haven't yet found anyone having this intake under a stock 68 firebird hood.

I put a Northwind on a 505" in a 67 Firebird. No hood clearance issues