comp short travel lifters

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COMP Cams 15853-16 Short Travel Retro-Fit Hydraulic Roller Lifter Set for Chevrolet Small Block

Purchase options and add-ons.

• For Small Block Chevy engines with OE flat tappet camshaft
• .005 inches recommended preload
• .842 inches diameter; 152 gram weight; 2.66 inches seat height
• Limits the lifter’s internal piston movement for increased durability & performance at higher rpm
• REM-surfaced and black oxidized to reduce valve train friction, wear and lubrication temperatures

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From the manufacturer

• Lifter Type: Retro-Fit Link Bar Hydraulic Roller
• Lifter Series: Short Travel
• Lifter Diameter: 0.842
• Lifter Weight: 152
• Lifter Seat Height: 2.66

Short Travel Retro-Fit Hydraulic Roller Lifter Set

For chevrolet small block.

When dealing with full travel lifters, certain engines respond better to a light pre-load because it recovers more quickly from any bad harmonics in the valve train. Others work better with a heavy pre-load because oil volume is reduced under the plunger, which increases stiffness. COMP Cams Short Travel Hydraulic Roller Lifters allow you to have the advantages of both light pre-load and reduced oil volume, producing the most stable and highest revving hydraulic lifter available.

• APPLICATIONS│CHEVY SMALL BLOCK
• Works w/ ALL Small Block Chevy Engine Blocks; '55-'86 Flat Tappet, '87+ OE Hydraulic Roller, Aftermarket
• SPECIFICATIONS│Includes (16)│.842" Diameter│152g Weight│2.66” Seat Height│
• *Except GM LS / GM Gen III/IV Small Block V8 (LS1, LS2, etc)

Product Description

COMP Cams developed the Short Travel Race Hydraulic Roller Lifters using a patent-pending design to maximize the performance of hydraulic roller lifters at higher engine speeds. When performance engines are equipped with hydraulic lifters, high rpm is limited by the incorrect position of the lifter’s internal piston, as the lifter inevitably pumps up. This improper location results in open valves and therefore leads to lost power or sometimes even engine failure. The COMP Cams Short Travel Race Hydraulic Roller Lifters limit that internal movement to a minimum, which cuts down on these issues and allows higher engine rpm. The surface of this newly-designed lifter is REM-finished and oxidized to significantly reduce surface friction, wear and lubrication temperatures. This creates not only a high performance component but an attractive one as well. The patent pending Short Travel Race Hydraulic Roller Lifters are available for GM SBC, LS and BBC engine applications.

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Short Travel Hydraulic Roller Lifters

Moderator: Team

Post by Mark Workman » Thu May 14, 2009 3:19 am

Post by blwilliams » Thu May 14, 2009 3:50 am

Post by bigjoe1 » Thu May 14, 2009 4:23 am

Re: Short Travel Hydraulic Roller Lifters

Post by xenginebuilder » Thu May 14, 2009 12:29 pm

When engines are equipped with a hydraulic lifter, high rpm is limited by the improper position of the lifter’s internal piston as the lifter inevitably 'pumps up'. mw

Post by blwilliams » Thu May 14, 2009 2:11 pm

Post by Barbapapa » Thu May 14, 2009 3:38 pm

xenginebuilder wrote: Since 1985 when I first started fooling around with hydraulic rollers , I've never seen this behaviour.

Post by Mark Workman » Thu May 14, 2009 4:25 pm

Barbapapa wrote: IMO it can be assumed that lifters will collapse at high rpms, especially if oil gets aerated. I like to machine spacers to fit inside a lifter to limit travel and set them up as if they were solid with a "lash" amount based on them collapsing fully in real world conditions. There's no reason for hydraulic lifters to have that big range unless you're building millions of cars to loose tolerances with non-adjustable parts.

Post by Barbapapa » Thu May 14, 2009 4:33 pm

Mark Workman wrote: Have you seen any improvement from doing this? Or, on the other hand, any lifter failure? mw

Post by ap72 » Thu May 14, 2009 5:28 pm

Post by 1989TransAm » Thu May 14, 2009 5:33 pm

Post by Wolfplace » Thu May 14, 2009 5:33 pm

xenginebuilder wrote: When engines are equipped with a hydraulic lifter, high rpm is limited by the improper position of the lifter’s internal piston as the lifter inevitably 'pumps up'. mw

Post by Solid LT1 » Thu May 14, 2009 6:12 pm

Post by Tokyo Torquer » Thu May 14, 2009 6:54 pm

Solid LT1 wrote: Run the AFR "Hydra Rev" kit for "juice" lifters and they will go to 7K RPMs with little trouble, a little EXPENSIVE after all the parts are purchased. I run rev-kits on my street solid roller stuff to lower seating pressures but, they still don't last very long (solid rollers just DONT! like to idle.)

Post by bigjoe1 » Thu May 14, 2009 8:39 pm

Hyd Rollers

Post by xenginebuilder » Thu May 14, 2009 11:34 pm

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Comp Short travel lifter adjustment

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I've got Comp cams short travel lifters on an LSX engine. Pushrod I have (7.7) give .025 preload on the lifter. Should I order a custom 7.690-7.695 pushrod, or is this number ok? Pretty sure I need to order a custom pushrod, just is annoying to do for such a tiny difference... Also, where do you guys recommend for a custom pushrod?  

If your going to order a custom pushrod, I would go with Manton .  

Smith Brothers for the pushrods.... go with less preload those lifters always seemed to do better with less.  

Also this is an, iron block if that matters...  

I put machine washers under the stands. I found them in a kit we had for an adj clutch. They were .015 thick. It was faster and cheaper  

Seems like a good way to mess up your wipe  

Machine washers aren't possible on an ls7 head, due to the stands being part of the head casting.  

Pretty sure Comp would NOT recommend that preload on their short travels, more like .010"-ish. I run .008"-ish per their recommendation on their drop in short travel, with custom length 3/8" Trends. But I'm also aluminum block which may have effected their recommendation. .  

Any results with that combo? That's probably 0 lash when up to temp isn't it?  

Preload decreases with the motor warm right? Anyone know how much on an alum head, iron block LS engine?  

The instructions say: Adjusting pre-load: Turn the engine in the normal direction of rotation. Start with cylinder number one (1). When the exhaust valve begins to open, adjust the intake valve to the co rrect pre-load. To reach zero, take the pushrod between your finger tips an d move it up and down while you tighten down the rocker arm adjusting nut. Once you feel no more ver tical slack, you are at zero pre-load. Make sure the pushrod is in the lifter and the rocker arm seat when making valve adjustments. Then tighten the adjuster nut zero to 1/4 of a turn of the wrench. Next, you can move on to the exhaust valve on the same cylinder. Now, rotate the engine over again until the intake valve reaches maximum lift and is almost all the way back down. Then set the exhaust valve usin g the same method as the intake (zero to 1/4 of a turn). Continue adjusting the valves on each cylinde r in this manner until all valves are adjusted. My machinist set mine up with .010" I used smith bros 3/8" pushrods and pac1207X springs installed at 1.770". Its the motor in the sig. Will rev to 7500 HARD!!!!! and valvetrain is not as noisy as previous ls7 lifters  

Those lifters have .060" travel, and with oil probably .045-.050" max. I tell customers to run no more than .025" and I prefer .010"-.020" depending on block material. We sell and recommend Trend push rods.  

Ordered a set of pushrods that are 7.685" X 3/8" and .120" thick. That should put me right around .010-012" of preload. Thanks for all the info, hopefully these will do the trick!  

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• Moscow Airports: A Virtual Guide (Written by a Real-life Guide)

When you arrive in Moscow (which is what you should definitely do at least once in your life, if you’re calling yourself a traveler, no offence) by an airplane, you will most likely find yourself in one of the three major airports: Domodedovo, Sheremetyevo, or Vnukovo. They all provide services of the highest quality and are on par with many major airports in Europe and United States. Moscow has always been in the top 3 of the most popular European cities in terms of traveling (whether Moscow was the final destination or just a transitional point), so maintaining the most efficient system of handling millions of people each year is now a good old tradition.

This basically means that there is no real need to pay too much attention to which Moscow airport your airplane will bring you to: you won’t be disappointed in any case. The only possible reason I can think of for you to actually be concerned about this, is if you, for example, have a business appointment somewhere in the center of Moscow, but you do not want to leave your own city for as long as you can (for whatever reason), so you want to arrive, say, half an hour before the meeting, but do not want to be late. In that case yes, it is crucial to you know where the airport is, because it defines how fast you can get to the city.

So let me give you a more detailed review of all three airports of Moscow (maybe some particular aspect of one of them will especially charm you). Since we have touched the subject of timing, let’s start with the one that is the closest to the city, and that’ll be Vnukovo.

Vnukovo:  High In The Sky

Another fact that differentiates Vnukovo and puts it above other Moscow airports is that it is literally located higher: 205 meters above the sea level, which is good, because it means that the planes can take off even when the weather is foggy (fog covers the low grounds, and Vnukovo is basically already in the sky).

Continuing the subject of saving your time when getting to Moscow, Vnukovo has one more advantage for people who come from Europe and, for that matter, for anyone who’s flying from the western world: Vnukovo is built on (you guessed it) the west side of the city, so it helps to save another 10 to 20 minutes.

That will probably be it, I mean reviewing Vnukovo: you don’t really care exactly how many planes or people can be managed there (a lot), or about the airport’s history (nothing special), or how long the landing lines are (they’re pretty long), right? I thought so. So with that, let’s get to the next big thing in this top 3. Let me introduce you, lads and lasses, to another famous airport: Sheremetyevo.

Sheremetyevo:  Looking Ahead Is The Key

There are two lines for the planes to take off from (and, naturally, to land on), but they are quite near one another (280 m), so they do not work independently from each other. That, technically, could have been different, because it’s just official rules that do not allow the airport to use them in such a way. Say, in San Francisco there is an airport in which the distance between the lines is 230 meters, and the planes seem to do pretty well, without too much crushing into each other (actually, without any crushing at all). There is a plan to build a third line, for that matter, which should increase the airport’s activity by 60%.

Moscow airport Sheremetyevo is hosting the biggest company of all Russian airlines , “Aeroflot  - Russian Airlines,” and the three major international airline alliances, “Sky Team,” “Star Alliance,” and “Oneworld,” also have chosen Sheremetyevo as a go-to (or, technically, a fly-to) airport when there’s a need for to arrange a landing in Moscow.

I should stop myself again (otherwise this article will drag on forever), and give you a picture of the last (but, as usual, not the least, just the most distant from the city) airport: Domodedovo.

Domodevodo: Another Biggest One

If you’d walk 22 km from MKAD (or 45 km from the city center) south-east from Moscow, that’s where you’d find Domodedovo. It would be pretty hard to miss. It’s the most technologically advanced one, and it gets better and bigger every year. According to an independent British agency “Skytrax,” Domodedovo is the best airport in Eastern Europe, and the British know airports, so that’s a valuable opinion.

If you’re not yet tired of how everything in this article is the best and the biggest, here’s another rather entertaining bit of information. Remember how I said that Sheremetyevo can handle all kinds of aircrafts, but there’s an exception? Well, here’s why: Domodedovo is the only airport in Russia that can provide landing to the biggest passenger plane in the world, Airbus380 (and that thing is indescribably huge, so that’s saying something).

Well, that’s it, I gave you a brief description of all three major airports in Moscow, mostly for educational and entertainment reasons, so I tried to avoid technical or overly mundane information, but if there was something in this article that you’ve found being practical, that’s great. Finally, click the link if you wish to read another piece of important information on how to meet each other in arrivals area at one of Moscow's airports.

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