SOLID LIFTER VALVE TRAIN 944 / 944T 8v Lindsey Racing is now offering a complete and affordable solid lifter package for the 944 Turbo and other 8v heads from '83. With over 85 Solid Lifter conversions behind us, it has proven to be an area of the engine that our customers are very interested in upgrading. Moving away from the heavy, problematic, and cam profile limiting hydraulic lifters was our original goal. Having several years experience (today is 02-26-13) we feel that we have the system down pat, especially with the introduction of our NEW lash caps for adjusting valve clearance and our recently introduced Rubber Coated Steel Camshaft Tower Gasket. We can do the complete conversion for you or provide you the components to have your engine machine shop do the work for you. "TOTAL" SOLID LIFTER CONVERSION PACKAGE INCLUDES:
The "TOTAL" Solid Lifter Conversion requires the customer to send their cylinder head and complete cam assembly to us. When doing a solid lifter conversion, it's very important that the height of the valve tips above the top of the cylinder head are set to a specific height. So part of the TOTAL conversion includes us doing that work to your cylinder head. There will be some additional charges working on your cylinder head for items like disassemble, cleaning, assemble and valve guide seals. If you need some cylinder head work done at the same time, such as our Stage 1 through 5 offerings, it's the perfect time to do it and there will not be any of the above charges. Once the valves are tipped, and the cam box has the access port plug holes machined, we do a complete assembly of the head, lifter, lash caps and old or new cam. After assembly, we do a cold lash check and verify the dimensions. We then determine if any of the lash caps need to be thicker or thinner to achieve the perfect lash. The assembly will be torn down, lash caps swapped if necessary, and everything re-assembled. We will do this as many times as necessary until we get the exact lash we are looking for. This allows the customer to simply assemble the head and cam box on their engine knowing as long as they put all the pieces in the correct location as identified by us, they can be insured that everything has the proper clearances. These kits DO NOT include a camshaft. We can use your stock cam, or provide you a solid grind cam. We have 6 profiles in stock and can grind something custom tailored to your specs if required. Do it yourself? For those who have a machine shop available to them with the capabilities to set the valve tip height, you can purchase the required parts and do it yourself. You may be required to purchase additional lash caps once you do your first bench assembly and test the lash, or grind the provided lash caps to complete the job. Not knowing whether you're going to need thinner or thicker caps prevents us from knowing up front. SOLID LIFTER KIT INCLUDES (Parts Only):
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    What are they?Below are top and bottom views of our solid lifter. By solid we mean it's not hydraulic. There is no moving oil operated plunger in the lifter. This makes the lifter a fraction of the weight of a hydraulic lifter which is one of the benefits of going this route.  Below you see our previous style lash cap (left) and our current and very unique lash cap (right). This new lash cap design we produce installs on the solid lifter post rather than on the valve stem tip. This allows us to get almost 4 times the capture distance, or overlap of the parts, over the previous design. The previous design is your common style lash cap used industry wide. This design not only gained us the capture we were looking for, but allows us to use it on any valve stem diameter since it's on the lifter, not the valve. This keeps the costs down as we can focus on fewer part numbers for the different valve set-ups we encounter. It also allows the customer flexibility on their valve diameter decisions today and later.  Below you see the new lash cap positioned on the solid lifter post.  To read more about this lash cap design, read the Shop Talk section of the November-December 2008 HorsePower Talk newsletter. |
