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Hi Damian, you are correct in that the height of the lifter is fixed because of the factory stand/pedestal. However, you still need the proper length push rod for valvetrain geometry. More specifically we are talking about the wipe pattern across the tip of the valve. On Hydraulic Roller setups, preload is important and the recommended amount can vary depending on which manufacturer you ask. But once the lifter is pumped up it acts similar to a solid lifter, which is why some folks will suggest using a solid lifter when checking for proper length on Hydraulic setups. This is because you don't want to collapse the lifter during verification, as it will give a false reading; another reason for using light weight "test" springs. I hope this answers your question.

Your comment comes across rude and the video explained it very well

@@Alexbuilt My comment does come across a little harsh but it's still correct. Im surprised one of the technical staff haven't quietly removed this video. By changing your lifter preload you will very slightly change the sweep but lifters call for a very specific preload so it's not really something you can control. Now if you start shimming the pedistal stands to 'fine tune' your preloads, something I've done before, then you will start to change rocker geometry but on such a small scale that it would be difficult to even see. Some correct methods are used in this video but on the wrong valve train/wrong engine.

I understand completely what he is asking. On a shaft rocker there is adjustment at the pushrod socket on the rocker arm but on this system the only adjustment is in the pushrod. In this instance, to get the correct witness mark on the valve stem, preloading the lifter is necessary.

@@Sluganaught666 You are correct. The technical staff at AFR should have removed the video and made a new one with better supervision. I am surprised that so few people know the fundamentals of how the rocker actually works. Forty one comments and just a handful actually grasp what's wrong here.

Not always cause if they used a small base circle cam then what?

I guess so if that's all ya got

you should prime the engine first to get the oil in the lifter right

Not to mention telling them that pushrod length will move the pattern on a non-adjustable valve train. And that's ignoring the fact that the ''find the middle of the valve'' is NOT the right way to set up geometry.

😂😂😂😂

a 195 comp head breathes 300 CFM on a 4.125 bore 400 and has 2.08 vales. Youd think thats almost dead nuts for a pump gas 400 going to 6500 but you need at least a comp 294HR cam and 10.5:1 to do it....and an 850 and the single plane comp intake they sell. youre not gonna do it with the dual plane i would think on a 400 a 220 on a 400 should be like 7000+ man....those can breathe on a 434..

Airspeed thru the port MCSA minimum port cross section 195cc has to overspeed on a 400cuin 227 afr 400cuin 12.5 cr 260/270SR peak hp 640 at 6800-7000rpm . 220 best at 6500rpm with lesser cam /eng specs

@@paulthompson1654 skip white builds a similar combo with AFR 195 and a Howard's 245/253 cam and a single plane. 550 @ around 6000 and that's with non CNC enforcers and 2.02 valves. So about a 6500 rpm redline. I should make that clear. Those 220s are a about 7000+ rpm redline on a 400 Keith dorton also built a similar combo that made 550 with 195 heads. A 210 AFR head would be really good on 400 with solid roller

@@KingJT80 Even AFR agreed , once they got serious and did some airspeed vs mcsa calculations . Even a restrictive head will flow if u give it enough camshaft . BUT you will make more tq and hp with the correct size cyl head mcsa. Volume cfm is only one criteria for head selection .

@@paulthompson1654 well they tell you which heads work for what right on their page. Usually it's the redline of the engine. ILl concede a 195 comp/street heads have about a 6500 rpm redline on a 400 seeing is how there are a ton of people who run that combo for a pump gas street 400 A 210 would probably go to a 7000 RPM redline on a 406. A 220 would be nice on a 421/427 AFR 227 starts to get pretty big and the headers start changing