[Formulajones]

Originally Posted by glhs#116

I think the OEM replacement argument is that most of the purchasers will put them in ordinary cars and then do ordinary mileage on them. In other words tens or hundreds of times what the average classic owner would. Also when they break they will act like ordinary customers and demand refunds and compensation. Therefore even the "OEM-replacement" part has to be better engineered and QAed than the average "high performance" aftermarket part which largely has to look cool. I too trust OEM and good-OEM-supplier parts way more than any "hot rod" part. Of course, when what you need is only available that way you buy the hot rod part from vendors with good reputations and hope for the best.

Lifters, as seems famously known around here, were great when they were still 99% going into grocery getters and became mostly garbage when they became "enthusiast" parts. Meanwhile, newer lifters for current engines that were 99% grocery getter parts remain reliable.

Sam

One thing everyone forgets is those OEM lifters in OEM applications are also running on OEM springs, which are lucky to have seat pressures of 90-100 lbs, and running on OEM lazy lobe cam profiles. That's why they go 200,000 miles. It's a package, and not necessarily the lifter that is the hero.

Always ran into that when doing LS engines. Even low mile examples back in the day, the conical springs were just weak.

Building a performance engine is a different ball game.

My opinion, using what is believed to be OEM lifters isn't any better than available off the shelf stuff. I hope people aren't approaching this just trying to save a buck.