All Small Six Lifter grooves ???

This relates to all small sixes

goldfinger1957

Well-known member
Just sent my head out to be rebuilt. 65 200 ci inline six. Thought I'd pull the lifters which were tough but came out with a good magnet. But some of them had grooves in the shiny metal and some had grooves in the blackened area. Does anyone knows what is causing this ??? I've numbered each one but it seems that more than half have this. I'd really appreciate any insight you may have before I drop new lifters in without a little diagnosis of this potential problem. Thanks guys.
 

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I'd say just manufacturing differences,no biggie. But I'm new to these motors,so someone else will know better. Is there any pattern to how they are installed? As in are the ones with the groove in the machined area always intake lobe?
 
I'd say just manufacturing differences,no biggie. But I'm new to these motors,so someone else will know better. Is there any pattern to how they are installed? As in are the ones with the groove in the machined area always intake lobe?
No real pattern to the lifter anomaly. I'm going to assume that who ever put these lifters in just used whatever they had that seemed in good shape at the time so it was a scattered mix of lifters. I looked at new lifters and some manufacturers use a line groove around the tops of the lifters. Others don't. I'll assume it's an oiling function of the lifter. Just ordered new .875 lifters from Clay Cams. I did notice a lot of brown around the cam as I was looking down the lifter bore. And the only way to remove the cam is to pull the engine out of its bay or take everything , including the bumper off the front to get at it.
 
X2 yes all those groves that you noted were made during the manufacturing process, some of the manufactures will have them and some don't regardless if the lifters have the groves or not it won't affect the lifters use. If you know which cam lobe they were used on and the heel / base of the lifter isn't worn excessively (this is the most important area of a used lifter to examine its condistion) then you could reuse them again. If your planing on installing a new cam then you will need to use a new set of lifters with thr new cam. Best of luck on your repairs
 
X2 yes all those groves that you noted were made during the manufacturing process, some of the manufactures will have them and some don't regardless if the lifters have the groves or not it won't affect the lifters use. If you know which cam lobe they were used on and the heel / base of the lifter isn't worn excessively (this is the most important area of a used lifter to examine its condistion) then you could reuse them again. If your planing on installing a new cam then you will need to use a new set of lifters with thr new cam. Best of luck on your repairs
Yes on all. I've ordered the new set of lifters and trying to find the right cam. Most of the cams I seem to like are all out of stock. Just looking for a mid performance cam but can't seem to nail one down. This pandemic has hurt a lot of industries, including this one.
 
I'd try Schnider (spelling? - da guy w/the iron cross symbol been around 4 ever). He's good to us, recgnizes us when we telephone, hasa good price on custom grinds (no additional $). Even provides customer guidance on which to select or customize. Matt at VI is good too...
 
I'd try Schnider (spelling? - da guy w/the iron cross symbol been around 4 ever). He's good to us, recgnizes us when we telephone, hasa good price on custom grinds (no additional $). Even provides customer guidance on which to select or customize. Matt at VI is good too...
Excellent !! I'll see of i can locate him on the web.
 
is it Jerry who answ the phone?
immagine (if U can) how many million cams that guy has sent out over the yrs !
His son Kevin will never catch up !
 
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Yes both Jerry and Kevin will answer and another person also on the Spanish only calls.
 
I was able to check out his website. On it he has multiple cam configurations but I'm just not sure which one to go with. Obviously I won't be running in the 8k rpm range so that cancels one out.
Right now all I'm doing is having the 200 head rebuilt with 1.75 & 1.5 intake/exhaust valves along with steel seats for exhaust (unleaded gas)
Also putting in 302 springs and having the head milled .090". The heads never been touched so I know I can take off that much and of course today's head gaskets are thicker.
This will hopefully just be a weekend cruiser not a drag racer but I wouldn't mind a few extra horses under the hood without draining what little I have in my pockets.
So whats the best all around CAM for this poor old 64 Falcon with a fresh 200ci cylinder head ??
 

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if '64 U can get the later diz in (it is the break yr. Forget if it;s OK in '64 or nxt yr). Bottom hole for diz is bigger = DSII diz + carb (upgrade from SCV/LOM feedback system)..
We don't just adda cam. An auto isa system, therefor change 1 thing 1 place = effects other prts other places 2.

U build the motor around the cam U select...
U select the cam for the specific application of the vehicle.
I cant C ur lill pic but I wuz serious. Look there, guestamate'n talk to Gerry or son Kevin on th phone. Tell them the final application (...a weekend cruiser not a drag racer but I wouldn't mind a few extra horses..."). What 80% of the RPMs will B, if U will go w/the 1v or 2v carb, and octane gas it'll B fueled by (cheep stuff is 89, pep is 91 and above).
Do this thinkin & ask Qs here. Due diligence it's called, no? Then U can order, still not sure - telephone. Prt of mod is research. Even if some1 else duz the wrk U gotta no what to tell them~
 
if '64 U can get the later diz in (it is the break yr. Forget if it;s OK in '64 or nxt yr). Bottom hole for diz is bigger = DSII diz + carb (upgrade from SCV/LOM feedback system)..
We don't just adda cam. An auto isa system, therefor change 1 thing 1 place = effects other prts other places 2.

U build the motor around the cam U select...
U select the cam for the specific application of the vehicle.
I cant C ur lill pic but I wuz serious. Look there, guestamate'n talk to Gerry or son Kevin on th phone. Tell them the final application (...a weekend cruiser not a drag racer but I wouldn't mind a few extra horses..."). What 80% of the RPMs will B, if U will go w/the 1v or 2v carb, and octane gas it'll B fueled by (cheep stuff is 89, pep is 91 and above).
Do this thinkin & ask Qs here. Due diligence it's called, no? Then U can order, still not sure - telephone. Prt of mod is research. Even if some1 else duz the wrk U gotta no what to tell them~
I'll be sure to give them a call and pick their brain as to what I'm looking to achieve. I do have a DUI distributor coming, the cylinder head rebuilt with the larger valves. I have a new Autolite 1100 in the box but may want to go with a conversion 2 barel weber. Efi is just too pricey.
 
Are you still going to be using the stop small log 1965 200 six head? If so a .090 mill cut is probally going to be excessive. If you plan to be going with the 2V to 1V adapter you should open up the carb hole in the log as big as your able for best results. What grade fuel are you going to use? Is the block getting zero decked? Wait on milling your head that much tell you finalize your cam and other parts.
 
Are you still going to be using the stop small log 1965 200 six head? If so a .090 mill cut is probally going to be excessive. If you plan to be going with the 2V to 1V adapter you should open up the carb hole in the log as big as your able for best results. What grade fuel are you going to use? Is the block getting zero decked? Wait on milling your head that much tell you finalize your cam and other parts.
Yes, I'm using the original 1965 200ci head. I know its never been touched because I can read where they stamped on the head gasket number used ( Felpro 7916-1) I believe. I really don't think that .090 is too excessive considering that the deck has never been touch either. All the pistons are BELOW the deck at TDC by about .020-.025". According to the Inline Six Performance handbook you can have the pistons actually be .019 ABOVE the deck, which mine are nowhere near that. The carb conversion is pretty straight forward. I know the " log head" sucks and with the conversion and headers the linkage will have to be reworked and adjusted.
 
Yes, I'm using the original 1965 200ci head. I know its never been touched because I can read where they stamped on the head gasket number used ( Felpro 7916-1) I believe. I really don't think that .090 is too excessive considering that the deck has never been touch either. All the pistons are BELOW the deck at TDC by about .020-.025". According to the Inline Six Performance handbook you can have the pistons actually be .019 ABOVE the deck, which mine are nowhere near that. The carb conversion is pretty straight forward. I know the " log head" sucks and with the conversion and headers the linkage will have to be reworked and adjusted.
Here are some of the pics of the head.
I've also read that I can take a Dremel tool and grind out and open up the exhaust ports allowing more air out just by using the old exhaust gasket and tracing out the size and grinding it out.
 

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Felpro means it HAS been opened. A steel shim would B there otherwise. Have you read the Handbook? I see U have it...
M understanding is these do not need 'gasket matched but down in the bowls and back in the C. chamber...
See:
for head P'nP.
 
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