https://fepower.net/simplemachinesforum/index.php?topic=4267.0

Is this it?

I've always been a fan of electric pumps because when the engine is at idle, the pump is running at full speed.  That makes them cool a lot better than a stock pump running at idle speed, in my  experience anyway.  I have also seen about 10HP difference with the electric pumps, because after you get past 3000 RPM or so it takes about that much power to turn the stock pump.  See my test results in the graph at the link below.

https://www.fepower.net/Products/cvradapt.html

As long as we are sharing opinions...

Way back in 1981 I ran a Crower solid roller setup in my 68 Shelby.  This was Crower's most conservative cam grind, only around .560" lift if I recall correctly, with their matching roller lifters, springs, etc.  The car was a street car, not a race car, and if I recall correctly lash was around .022".  That setup lasted exactly 770 miles in my car before the needle bearings in two lifters failed.  Back then, there were no EDM holes providing additional oiling to the needle bearings.

Fast forward to 2005, when I ran my Mach 1 at Drag Week.  We went 2500 miles that week, lots of city and highway driving, with Comp Cams roller lifters and cam.  Lash was about 0.018", again IIRC (I have since bailed on Comp Cam's roller lifters, have had much better luck recently with Crower stuff).  But the bottom line is those lifters had the pin oiling feature, and when the engine came apart a few years and 5000 miles later there were no failures.

Seems pretty black and white to me that the pin oiling feature dramatically extends the life of solid roller lifters in a street application.  So, I'm going to disagree with Barry on this one 

Here's another example, although not quite the same.  The 427 SOHC features rocker arms with needle bearings on the roller wheel that contacts the cam.  This was the factory setup, and all the aftermarket SOHC rockers (except mine) are the same design.  I have been on Drag Week with my SOHC engines 4 different times, and every time I have lost at least one rocker arm; the needle bearings just give up.  In 2008 I lost 11 (!) Dove rockers, and didn't even make it to fourth track.  The failures always happen after some extended time at low engine speeds.  The most memorable example was in 2016, when I was stuck in traffic in some town for about 15 minutes.  Back on the highway you could start to hear valvetrain noise, but I was intent on making it to the hotel so kept going.  By the time I got to the track in Martin MI the next morning, I found I had blown up three T&D rockers, and wrecked both cams.  I had to change it all out at the track.

After that experience I designed my own SOHC rockers, that feature full time pressure oiling to the pin, and a bushing instead of needle bearings.  Unfortunately I haven't been back to Drag Week to give these rockers a real test yet, but I'll bet they will last a lot longer.

I think if you are running strictly at the race track, or taking the car to the occasional show, maybe that additional pin oiling isn't required.  But if you want to actually drive your car on the street with solid roller lifters, and put some miles on it, I think it is wise to get the pin oiling feature.

I wouldn't risk sleeving all the bores, you are still likely to weaken the top and have cracks up there after running.  Just sleeve the non-adjacent bores.  Also, for what it's worth, I had a .060" over 406 block that went to .080" over with no problems.  Some of those old blocks were really thick.  I wouldn't hesitate to bore it bigger if you have a sonic check done and you weren't going to put more than about 500 HP through it.

Right Heo, with those heads I was hoping for more.  I think if I could have spun it higher it may have done better, but the dual point distributor pretty much gave up between 5500-5800.  Seems like with headers, an electronic distributor, and maybe a bigger cam, you could get to 475-500 HP.  But not in stock trim, that's for sure.

I thought it was interesting that a basically stock 428CJ would make quite a bit more torque.  Those huge ports on the Boss 9 really hurt torque production.  No wonder everybody said that a good running 428CJ would beat a Boss 429 back in the day...

All I can say is I'm not the guy who bought that carburetor LOL!  Thanks for the help on that Drew, my Boss 429 engine will certainly appreciate it - Jay

Jim, I'd give some consideration to backing off on your spring pressure a little bit.  That cam is not all that radical, maybe drop to 575-600 open,180-200 on the seat?  Might be enough to make a difference, and valve springs are a lot cheaper than a new rocker setup - Jay

I think that block could easily go .060" over - Jay