There is nothing in the measurements that show anything obvious. I was really hoping that I missed something in the valve train binding, but even with solid lifters there was plenty of room. When priming the engine last time my machinist was surprised at how fast the oil came up to the rockers. He wanted me to go back to stock lifters. I was planning on it because the stock lifter I have is very different internally from other lifters for this engine. So I ordered a single Mopar Performance and OEM lifter to compare the two. I got them and I was quite disappointed because they obviously changed the design at some point in time and now the lifters are just like any other after market lifter.Dodge Freak wrote:So what do you think happen
Seems like something must have been wrong. I be worry if I didn't see anything wrong.
My machinist's theory lies in the fact that the lifters I have used in the past for the two bearing failures (Hylift/Johnson, and standard brown bag lifters) were different from the stock ones. Thus he thinks that the lifters were sending too much oil to the top, not enough to the bottom... or just enough to keep the mains and rods happy but not enough for the cam bearings.
He also had another theory that the major damaged happened in the first few minutes of running the new engine in. Because of the extra oil to the top that the cam bearings didn't get enough oil during priming and during the first few minutes of running. Last time I primed it for 20 minutes and there was oil pressure the whole time, albeit from a gauge positioned right after the oil filter (that has been fixed). This time I will also plug the pushrods while priming to send the oil to the bottom end. Combined with restrictor pushrods.
Another thing is that 70% of the people with strokers built themselves have installed a high volume oil pump. Their thinking is extra insurance. However, several manufactures of crate strokers install high volume oil pumps. Including Mopar's own stroker. Maybe there is something to that.