Reply to "Dropped a valve..."

Not to argue but what exactly is the purpose of using a roller camshaft if the profile is less radical then a solid lifter profile?
The point to ME is that you are going to gain torque in the engine by opening the valves at a faster rate then the lifter on a solid cam lobe can follow, i.e., it is a more radical cam profile.
Part of the purpose of greater valve spring pressure is not only to control the additional mass of the additional valve train components but to make sure that the valve is put down on its seat without bouncing off of it. That is made necessary by the more radical timing, i.e., the rate at which you are decelerating the valve?

If you are telling me that you are installing a roller cam for the purpose of dealing with less ZDDT in the oil, then that is mighty green of you and in my opinion kind of ridiculous too considering that you only have a valve train that will rev to 6500 rpm or so?

In addition you are increasing the possibility of catastrophic failure in the valve train exponentially because of additional components.

You have a cam of lower performance potential of a solid lifter cam. I thought the point was to solve the problem the simplest way, not the most complicated way? Hum? Excuse me. Must be me?

Well that head has to come off to fix the valve. If your local machinist is correct and the valves have been floated, there should be some pretty obvious marks on the pistons.

If that is so and it was me I'd be asking myself some pretty serious questions such as why can't the valve springs, the locks and the retainers control the movements of the valves precisely without failure in routine operations? Is it worth the risk of constant valve train failure just to be able to say "I'm runnin' a roller cam?"

Like I said, after market roller camshafts and valve train are going to require much more maintenance and should be treated as a "race" prepped engine. That is what the derive from and that is the durability that they will exhibit.