Our Solid Lifters for the G16E-GTS are currently only available by pre-order. To secure your spot on the waitlist, please email us at rockers@denstoj.com.au. Let us know if you have any questions in the comments below.👇
@@jherjames.bisconde We specialise in Rocker Retainers and don't make any other parts that improve the G16E engine's ability to handle higher power/RPM. What are you planning on doing?
Is there a reason you are unable to have the solid lifter split to allow a shim to be placed within it to allow valve lash adjustment? I know shims can pop out in a shim and bucket design when using ignition cut surely there has to be a way to have it captive in the middle of the solid lifter..?
Great question! Yes you can move the shim adjustment inside the hydraulic lash adjuster, effectively converting it to a solid lifter. This would keep the shim captive, as you mentioned. However, this approach is more common in one-off, budget-friendly conversions. Since we’re developing a bespoke lifter for high-performance builds, we aimed for a more robust and stronger dedicated solid lifter. Given the constraints of the 12mm diameter holes in the head, it’s more effective to design a single billet piece of alloy within this space, rather than two separate pieces, for strength. For reference, the Tomei SR20 solid lifter setup illustrates this well. Their diagram shows three setups: Tomei's one-piece solid lifter, the OEM hydraulic lash adjusters, and finally, the less durable aftermarket solid-converted hydraulic lash adjusters. You can check it out here: products.tomeiusa.com/solid-pivot/643-solid-pivot-set-sr20det When it comes to deciding not to design the solid lifter with a shim, as we responded to @yourmotherlovesit's similar question, we'll copy the response here :) We initially explored using shims to take up the lash. However, after working with machine shops on various prototypes and considering that engines using solid lifters would likely already be in a machine shop, we decided to simplify the product with the ethos, 'the best part is no part.' The goal is for most lifters to sit within the required lash range when the engine is set up. If adjustment is needed, it can be done by machining the valve seat, valve stem, or, as a last resort, adding a shim. This approach requires less modification overall, which we believe is the best trade-off. Thanks for the thoughtful question-keep them coming!
@@denstoj Thank you for the thorough reply. I come from a motorcycle perspetive with shim and bucket valve adjustments being the norm and often. The Tomei lifter you linked was the exact design I was thinking about but I wasn't aware it was a thing already. Thank you for providing that info.
@@BBowerr No worries. You’re welcome! Ah yep, shim and bucket setups are common in motorcycle engines and are known to pop out at the higher rpms they're pushing like you're mentioned...unless they're Ducati's desmodromic 😎 Glad I could provide the info you were looking for! If you have any more questions or ideas, feel free to share. Always happy to chat about this stuff.
Thanks for the question. Correct. The cost and complexity with creating a range of lifters to accommodate different clearances is not financially viable especially on an expected low volume part like this. If you chose to offer a differing range of heights you would do this through shims. Not sure if you've seen the reply in our other comments regardless, happy to copy it here - We initially explored using shims to take up the lash. However, after working with machine shops on various prototypes and considering that engines using solid lifters would already be in a machine shop, we decided to simplify the product with the ethos, 'the best part is no part.' The goal is for most lifters to sit within the required lash range when the engine is set up. If adjustment is needed, it can be done by machining the valve seat, valve stem, or, as a last resort, adding a shim. This approach requires less modification overall, which we believe is the best trade-off. Feel free to ask anything else.
@edvinasba Ah, the golden question! The RPM limit will depend on the engine setup and specific tuning. I'll have a chat with the team at Kelford and see what they're expecting to see with these Type 2 cams and their KVS264 springs. We're yet to push them beyond their limit as it requires a dedicated 500hp+ build (hence why they're pre-order) so unfortunately can't give you an exact number just yet. Will keep you posted.
Our Solid Lifters for the G16E-GTS are currently only available by pre-order. To secure your spot on the waitlist, please email us at rockers@denstoj.com.au. Let us know if you have any questions in the comments below.👇
What parts do you have to reinforce the engine?
@@jherjames.bisconde We specialise in Rocker Retainers and don't make any other parts that improve the G16E engine's ability to handle higher power/RPM. What are you planning on doing?
Is there a reason you are unable to have the solid lifter split to allow a shim to be placed within it to allow valve lash adjustment?
I know shims can pop out in a shim and bucket design when using ignition cut surely there has to be a way to have it captive in the middle of the solid lifter..?
Great question! Yes you can move the shim adjustment inside the hydraulic lash adjuster, effectively converting it to a solid lifter. This would keep the shim captive, as you mentioned. However, this approach is more common in one-off, budget-friendly conversions. Since we’re developing a bespoke lifter for high-performance builds, we aimed for a more robust and stronger dedicated solid lifter. Given the constraints of the 12mm diameter holes in the head, it’s more effective to design a single billet piece of alloy within this space, rather than two separate pieces, for strength.
For reference, the Tomei SR20 solid lifter setup illustrates this well. Their diagram shows three setups: Tomei's one-piece solid lifter, the OEM hydraulic lash adjusters, and finally, the less durable aftermarket solid-converted hydraulic lash adjusters. You can check it out here: products.tomeiusa.com/solid-pivot/643-solid-pivot-set-sr20det
When it comes to deciding not to design the solid lifter with a shim, as we responded to @yourmotherlovesit's similar question, we'll copy the response here :) We initially explored using shims to take up the lash. However, after working with machine shops on various prototypes and considering that engines using solid lifters would likely already be in a machine shop, we decided to simplify the product with the ethos, 'the best part is no part.' The goal is for most lifters to sit within the required lash range when the engine is set up. If adjustment is needed, it can be done by machining the valve seat, valve stem, or, as a last resort, adding a shim. This approach requires less modification overall, which we believe is the best trade-off.
Thanks for the thoughtful question-keep them coming!
@@denstoj Thank you for the thorough reply.
I come from a motorcycle perspetive with shim and bucket valve adjustments being the norm and often.
The Tomei lifter you linked was the exact design I was thinking about but I wasn't aware it was a thing already.
Thank you for providing that info.
@@BBowerr No worries. You’re welcome! Ah yep, shim and bucket setups are common in motorcycle engines and are known to pop out at the higher rpms they're pushing like you're mentioned...unless they're Ducati's desmodromic 😎 Glad I could provide the info you were looking for! If you have any more questions or ideas, feel free to share. Always happy to chat about this stuff.
can a range of lifters be made to give the required clearance or is this financially not viable?
Thanks for the question. Correct. The cost and complexity with creating a range of lifters to accommodate different clearances is not financially viable especially on an expected low volume part like this. If you chose to offer a differing range of heights you would do this through shims. Not sure if you've seen the reply in our other comments regardless, happy to copy it here - We initially explored using shims to take up the lash. However, after working with machine shops on various prototypes and considering that engines using solid lifters would already be in a machine shop, we decided to simplify the product with the ethos, 'the best part is no part.' The goal is for most lifters to sit within the required lash range when the engine is set up. If adjustment is needed, it can be done by machining the valve seat, valve stem, or, as a last resort, adding a shim. This approach requires less modification overall, which we believe is the best trade-off. Feel free to ask anything else.
How much rpm can you push?
@edvinasba Ah, the golden question! The RPM limit will depend on the engine setup and specific tuning. I'll have a chat with the team at Kelford and see what they're expecting to see with these Type 2 cams and their KVS264 springs. We're yet to push them beyond their limit as it requires a dedicated 500hp+ build (hence why they're pre-order) so unfortunately can't give you an exact number just yet. Will keep you posted.