63chevystepside
High speed low drag.
Part number HA817R-Anyone got any info on these?
EPW Lifters
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Tucson Z60
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A Copy from a post at another forum explains a little lifter history and why you need an additive now:
Here's the deal: At one time, we had 3 US manufactured lifter companies, Stanadine, Rochester and Johnson. Not all of these companies produced lifters for all engines, so you had to purchase from all of them to offer a completed product line.
We, TRW & Sealed Power purchased primarily from Johnson as our main supplier, as well as the others. To fast forward, Rochester (AC-Delco) exited the flat tappet business when the engines went to hydraulic roller and overhead cam designs. Johnson went into bankruptcy in 1999 and the doors were locked by the banks. The equipment and tooling sat and rusted it's self beyond salvage. Stanadine has remained, but does not have the capacity to supply the demand. Enter, off shore lifters
here.
Now, a Chicago based company bought the Johnson name, and has began bringing to market lifters, where they are made I'm not exactly sure.
We use the Stanadine, our Sealed Power (old # VL-37) part number for the standard Chevy hydraulic lifter is HT817. The Hi Rev ( old #VL-66RH) Hydraulic number is HT817R.
Now, beware! Most ,not all, companies have copied this part number for their brand of lifters, so there is no guarantee that your getting a US SAE standard product. The only way is to get it in the Sealed Power packaging.
Also, Brandon hit on a MAJOR issue and that is, 2 years ago the EPA issued a mandate that all ZINK had to be removed from oils. ZINK is a load carrying property, so it was just a matter of a month or two that our and all of the other automotive companies phones began to ring off the wall with product failures.
To cut to today, be certain to use 1 quart of Lucas Oil Fortifier in place of 1 quart of your oil. They offer this for both Petroleum and Synthetic oils. Be certain to use the proper camshaft lube, and lube the shit out of the entire camshaft and all of the lifters liberally.
As long as the valve train geometry and the valve springs are not to high, and you follow proper breakin procedures, all will be A-OK.
Here's the deal: At one time, we had 3 US manufactured lifter companies, Stanadine, Rochester and Johnson. Not all of these companies produced lifters for all engines, so you had to purchase from all of them to offer a completed product line.
We, TRW & Sealed Power purchased primarily from Johnson as our main supplier, as well as the others. To fast forward, Rochester (AC-Delco) exited the flat tappet business when the engines went to hydraulic roller and overhead cam designs. Johnson went into bankruptcy in 1999 and the doors were locked by the banks. The equipment and tooling sat and rusted it's self beyond salvage. Stanadine has remained, but does not have the capacity to supply the demand. Enter, off shore lifters
here. Now, a Chicago based company bought the Johnson name, and has began bringing to market lifters, where they are made I'm not exactly sure.
We use the Stanadine, our Sealed Power (old # VL-37) part number for the standard Chevy hydraulic lifter is HT817. The Hi Rev ( old #VL-66RH) Hydraulic number is HT817R.
Now, beware!
Most ,not all, companies have copied this part number for their brand of lifters, so there is no guarantee that your getting a US SAE standard product. The only way is to get it in the Sealed Power packaging. Also, Brandon hit on a MAJOR issue and that is, 2 years ago the EPA issued a mandate that all ZINK had to be removed from oils. ZINK is a load carrying property, so it was just a matter of a month or two that our and all of the other automotive companies phones began to ring off the wall with product failures.
To cut to today, be certain to use 1 quart of Lucas Oil Fortifier in place of 1 quart of your oil. They offer this for both Petroleum and Synthetic oils. Be certain to use the proper camshaft lube, and lube the shit out of the entire camshaft and all of the lifters liberally.
As long as the valve train geometry and the valve springs are not to high, and you follow proper breakin procedures, all will be A-OK.
Good info, sounds like a similar problem that we saw with valve seats when leaded gasoline went away. When they went to unleaded gas, valve seats hand a tendancy to get beat up into the head. The lead had acted as a cushion and softened the pounding on the seat when the valves slammed shut. As the seat shifted up into the head your seal geometry changed and valves began to burn away. Very interesting about the zinc in the oil.
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dirtyoldman
I'm now on Medicare,officially old.
When I changed cams in '08 I discovered the removal of zinc in the oils available(via the internet) and went to my local NAPA store and asked them about it.They recommended I put a pint of ZDDP in the new oil for the cam break in period.Must've worked,it's still running 30,000 miles later.I bought a Pro Comp cam and lifter kit from a local speed shop(on their recommendation) that I hoped would help my 454,helped a little but not what I was expecting.
63chevystepside
High speed low drag.
vr1 racing oil has the zinc-most parts stores carry 20-50 and 50 weight-found one that carried a 30 weight-my builder recommend the vr1 because of the zinc-said if didnt use it hyd. flat tappet cam would go flat. The speed shop said those HT817R where anti-pump ups and what they used in their 7000rpm engines-i just noticed since iv had to replace the lifters a 2nd time that these are diffrent than what they gave me the first time-first one had a solid completely round retainer-vs these i got know look like a better retainer than stock they are c shaped with little hole at each end of the retainer clip looks solid but its not completely round like the first ones yet they look better/stronger than stock little wire clip-guy said they where the same as the first ones and they have same part number.
Draenor
KILL ALL HUMANS!!!!
Should try Amsoil Z-Rod oil . It contains the Zinc required for flat tappet cams. 
