Hydraulic flat tappet on all 2-valve-per-cylinder engines. Hydraulic roller follower on all common-rail engines, which are all 4-valve-per-cylinder. In North America, this means hydraulic flat tappet on all through 2006, and hydraulic roller follower on all 2009 onward. 2007 and 2008 were skipped model years.Always wondered if these cars were a hydraulic flat tappet, or a roller tappet? Assuming they are hydraulic, im pretty sure there not a solid.
Geir do you know anything about different lifters on TDI engines? with 3mm resp. 5mm "play" or what you call it...
I have a regrinded cam with smaller base circle(not yet installed), and should need the 5mm ones to be sure it works good I've been told. Do you sell new 5mm ones?
//Theo
Theo
Not sure what the "3mm vs 5mm" means
I have hydro lifters which have a element that sticks approx 0,6mm longer out measured when the element is at the bottom compared to a stock PD lifter.
Whats important aswell is the location of the oil groove around the lifter,when using a cam with a smaller base the oil groove needs to be in a lower position,the lifter i have has a slight wider groove (approx 0,3mm wider)
How much is your cam grinded down?
Yes thanks for that. We´ll see if I install the camshaft some time in the near future... To many projects as usualOk
I think you should be able to use stock pd lifters then,since you only need to extend the element 0.5mm
You must measure and look how the oil groove lines up when the lifter is at the highest point,so you are sure they are filled correctly.
Be careful with blanket statements like that.The limiting factor becomes springs before you start floating valves. the same spring in a Hydraulic will float way before the solid lifter will.
I really don't understand what you are talking about,care to explain?Another advantage to solid lifters verse hydraulic lifters is you can run more aggressive ramp angles. Meaning you can open the valve up quicker. If you try to run the same style of valve speed on a hydraulic lifter the lifter will collapse and become damaged. You can not exceed the internal pressure of the lifter much or they will be damaged, meaning the speed at which you open the valve has to be reduced.
Opening the valve faster means you can get into the higher flow rate sooner and stay there for longer. This is why most larger duration solid lifter cams have a thicker tip then a similar hydraulic grind. It will give you gains in the fact that there will be more time in the same duration cam spent at the higher flow rate more lift gives you. basically more area under the curve and more power/torque is made.
Using some basic 8v cam numbers from catcams.
CL=clearance
7640260Duration @ 0.1mm+cl 269° 280°
Duration @ 1.0mm+cl 236° 226°
Valve lift cl=0mm 11.55mm 10.15mm
Peak angle 110° 120°
Timing @ 1.0mm+cl 8/48° 53/-7°
Lift at TDC cl=0mm 2.35mm 0.80mm
7650255
Duration @ 0.1mm 266° 257°
Duration @ 1.0mm 232° 220°
Valve lift 11.20mm 10.15mm
Peak angle 110° 120°
Timing @ 1.0mm 6/46° 50/-10°
Lift at TDC 1.70mm 0.30mm
As you can see similar cams, but the solid lift cam has more aggressive design. The limiting factor becomes springs before you start floating valves. the same spring in a Hydraulic will float way before the solid lifter will. Also these cams are both designed to work with completely stock valve trains. I'd love to see either in a TDI application, issue would be those lift at TDC numbers. 2.35mm of lift with ~.7mm valve protrusion means you would need a valve pocket with ~3.55mm of clearance. I don't think that would be easy.