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The FT lifter problem started mid-late 90s, so lifters made before then should be ok.

The 1961 Dart 4 door [ sold here as a Dodge Phoenix ] came with a 318 Poly & 2bbl, 3.23 diff open centre. Cast iron TF, car was very heavy. The quoted weight is wrong. I had one of these cars & had it weighed at a weighbridge. It weighed 1.8 tonnes, which is 3960 lbs. My mate had a 62 Phoenix...

Post #37. No keep those old lifters & have them re-faced. They will be better than any of the crap you can buy today......

Post #242 [ Ramm ] gets it....

Yes, I know.....& I did NOT introduce Pontiac into this thread.....somebody else did...& many others commented...not just me.

Just getting back to the SD455 Pontiac..... P built this engine for racing. Completely re-designed block that was strengthened & had provision for dry sump oiling. It had round exh ports & the intake ports were widened at the pushrod pinch, & had steel tubes inserted, & the prods ran inside...

The answer to post #43 is smart people look at what the other guy is doing; maybe they will pick up some ideas that will improve their performance.....

The SD 455 was hampered by a 8.4:1 CR....& cam. Pontiac wanted to run the Ram Air 4 cam which was pretty stout for a production car, 231/240 @ 050 & had over .500" valve lift....but failed 1973 emissions. A milder cam was installed...& lost power. I believe it did 13s with the RA4 cam, showroom...

Sorry, The et/speed I quoted in post #37 is incorrect. Will try & find the correct #s.

Pontiac Lemans 3950 lb without driver, first drag race experience. 455, Hi Port alum heads, headers, factory RA4 intake [ dual plane ], 236/230 @ 050 hyd roller cam [ note less exh duration ], 3.31 axle, T400, street tyres, not a Holley but a Chrys 850 TQ prepared by me, 11.78 @ 115.

He is now blaming the heads/valve job.

Add broken rings to the list.

And some people still think that the lifters in the cam & lifter package for $200 are still made in the US.....

You have a light car, big engine, 4.56 gears & a 3500 rpm c'ter. It should be doing somersaults...... There is a fundamental problem, & I doubt degreeing the cam is going to 'fix' it. But should be checked. I suspect a more fundamental problem such as wiped lobes, valves not sealing etc.

Is the shaft worn where it runs in the bronze bush in the block [ assuming your block has the bronze bush ]?

Yep. That is why you get a set of used factory lifters.......& get them re-faced to use with a new cam. Unless you want a second failure......

Ahhhhh, yes always use big carbs. Just Mopar Joe tried that on a 440, Torker 2. 1050 Dom made 6 hp more than a 850.....but the 850 had 6 ft/lbs more tq @ 4000 rpm, & very likely more below 4000. That means in a race, the 850 would be in front @ 4000.....& the 1050 playing catch up.

Ramm, We got told a couple of days back on this forum, that two 850 carbs were not too big for a small block stroker. Maybe Nick should have tried these.....

The 383/400 Chr has the highest rod/stroke ratio of ALL the popular BB engines. That means they do not breath well at low/mid rpm, all else being equal. Sig Erson, a very clever cam grinder, realised this DECADES ago & issued the warning below; although it refers to the 440 [ has a high r/s...

Lifters: find some factory lifters & have them re-faced [ you can use S/B lifters if easier to find ]......unless you want to go through this again....

The gap is going to depend on how powerful the ign system is. A turbo or blown engine is going to be better off with a CD ign system, such as the MSD 6,7 boxes etc. The dedicated ign coils that can only be used with these CD ign systems pack the ign punch needed with these engines.

[1] If the lifters are new, they should not have oil in them. Push down on the plunger, & without oil in them, you will get 0.125 - 0.180" of plunger movement. That is the pre-load available & the lifters can be set anywhere in that range. Some people like to set the PL 0.020", or a small...

Hagerty did a you tube on adding headers to a 440, not that long ago. Mild Comp XE Cam, factory intake, factory TQ carb. I do not remember the exact amount of the HP increase, but it was substantial, with a big increase at lower rpms, good for the street.

I used the one piece brown coloured 'Fastfish' seal in a 440 & it leaked also. In a 455 Pontiac, the same type of one piece brown coloured seal disintegrated. I wonder if there a batch of faulty material?

M could be Marine.

A prayer to Allah helps.....

The problem with the ^ 'certain number of cycles' ^ is that nobody knows what that number is...... Steel & S/steel do not have that problem. Considering the choice available now in steel rockers compared to a few years back & the good price, it beats me why anybody would risk using alum rockers.

Steel or s/steel. Not alum.

If more low end is your goal, then the cam in question has 15-20* too much duration [ at 050 ].

I also have a 2010 Crane catalog. Both cams are listed, 112 LSA & 108 LSA. 112 cam grind# is H-312-2; 3200-7000 rpm range. 108 # is H-242/3520-2-8; 3600-7200 rpm range. So I think it is the 112. Crane had an epiphany after D. Vizard tested 000s of cam combinations for him & the result is many...