Eddy rpm heads with arp studs question

Pushrod26 said
I’m just going off of what the guys at Hughes engines is telling me for rocker roller contact on the valve stem. Hughes website says in a tech article, for best valve train geometry, the roller should be centers on the valve stem. Everything about my motors valve train is Hughes engines. This motor will spend a good amount of time up in the 7k+ rpm range, so I guess I will have to figure something out for the rocker oiling situation. I don’t think it will get enough oil up top. Also, the eddy rpm heads are only temporary, and will be for sale soon. I will be ditching the eddy heads for a set of trickflow power port 190 heads and intake manifold in the near future. When I bought the eddy heads, trickflow hadn’t released there power port heads yet and I thought I’d have this motor in the car and running before trickflow released the power port heads, so I went with the eddys just to get it up and running while I wait for the trickflow’s. I also had my tremec tko 5 speed transmission that this motor will be bolted too, built to handle 6500+ rpm shifts.

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You could drill and tap the heads for external rocker oil supply and/or run oil-through pushrods. I had to do that on my Eddy heads because I put them on a late Magnum block that didn't have the rocker shaft oil hole drilled. Oil flows into the back of the head and up through a hollow rocker shaft hold-down bolt; nice thing about doing it that way is you can drill the rocker bolt to a specific size for the right amount of flow. Mine were way too big initially so I welded the end of the bolt shut then drilled a smaller .040" hole, now my hot oil pressure is where it should be. I like the peace of mind knowing the rockers are getting constant oil flow not just momentary spurts like the factory system. I only rev it to about 6000 RPM but I am running stock LA stamped rockers with a custom-grind hydraulic roller cam at just under .550" lift so it's kind of at the limits of the stock rockers. I definitely plan to upgrade to roller rockers and a B3 geometry kit but it already runs great I'm having a hard time justifying the cost for little to no performance increase.

For real though check out B3 Racing Engines website, he basically disproves the "conventional" understanding of rocker geometry you see perpetuated by all the big cam companies. There are very complex physics going on with pushrod valvetrains I had no idea about until I read the articles on his site which nobody else (COMP, Hughes, etc.) even mentions.