{"id":65188,"date":"2019-09-12T10:03:41","date_gmt":"2019-09-12T17:03:41","guid":{"rendered":"https:\/\/www.racingjunk.com\/news\/?p=65188"},"modified":"2019-09-12T10:03:41","modified_gmt":"2019-09-12T17:03:41","slug":"jesels-solid-tie-bar-roller-lifters-part-2","status":"publish","type":"post","link":"https:\/\/www.racingjunk.com\/news\/jesels-solid-tie-bar-roller-lifters-part-2\/","title":{"rendered":"Jesel\u2019s Solid Tie Bar Roller Lifters Part 2"},"content":{"rendered":"<p class=\"jetpack-slideshow-noscript robots-nocontent\">This slideshow requires JavaScript.<\/p><div id=\"gallery-65188-1-slideshow\" class=\"jetpack-slideshow-window jetpack-slideshow jetpack-slideshow-black\" data-trans=\"fade\" data-autostart=\"1\" data-gallery=\"[{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2019\\\/09\\\/j1-min-1.jpg&quot;,&quot;id&quot;:&quot;65189&quot;,&quot;title&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2&quot;,&quot;alt&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2&quot;,&quot;caption&quot;:&quot;Click Here to Begin Slideshow\\n\\nIn our last segment, we presented an overview on (Jesel Valvetrain\\u2019s over-the-top lineup of solid roller lifters. If you recall, Jesel has considerable experience building lifters for all sorts of motorsports activities, but perhaps the most demanding application where they have considerable expertise is endurance racing. Here, roller cam engines are run at W-O-T for hours on end. A lifter simply cannot be allowed to expire, because that certainly signals the end of the race. We also examined how Jesel incorporates internal oiling circuits and how they keep production machining tolerances to within 0.0002-inch! This is serious stuff and the lifters from these folks prove to be serious parts. But that\\u2019s not the end of it. There\\u2019s a bunch more to the Jesel roller lifter. Check it out:\\n\\nJesel\\u2019s solid body lifters are designed with a pushrod seat machined directly into the lifter body; there is no added seat to work loose. At the same time, they dropped the lifter seat down into the lifter body. What\\u2019s the reason for that? Easy \\u0026#8211; by moving the seat down in the body, the pushrod pivot point is moved closer to the roller axle. This means there is less leverage to rock the lifter in the bore. Jesel points out this relationship: \\u201cThink of it this way; if you\\u2019re trying to tip something over, the higher you push, the easier it gets\\u201d.\\n\\nThe actual lifter wheel rolls on bearings. Wait a minute! Haven\\u2019t we been told that bushings are the hot setup? That happens to be a modern racing myth (remember the \\u201chype\\u201d we spoke of earlier?). Jesel has spent a lot of time and money investigating the roller wheel and bearing types along with the axle. Bushings tend to add friction and can, in certain instances, also contribute to cam wear by a significant margin. The truth of the matter is, in the vast majority of applications where the speeds and loads on the roller tend to be extremely high, Jesel\\u2019s take on using a needle-bearing roller is critical. Here\\u2019s why \\u0026#8211; Jesel notes: \\u201cUnlike a rod or main bearing, there is not enough oil pressure available to a lifter roller to sustain an oil film needed between an axle and bushing to keep it from galling or wearing.\\u201d\\n\\nWhen designing the axle for all of their lifters, Jesel came up with an internal locking pin that secures the axle to the body. With this configuration, external snap rings and spirolocs that occasionally come loose causing severe engine carnage are completely eliminated.\\n\\nAs far as the size of the roller is concerned, bigger really does translate into better. Once the diameter is increased, the roller becomes stronger. This is due to an increased cross-sectional area between the I.D. and the O.D. of the roller. Furthermore, a larger diameter roller rotates more slowly and reduces the loads needed to open the valve train. It may be necessary to rethink the cam specs when using a larger diameter roller due to an increase in duration. Jesel notes that a larger diameter roller may also allow you to get more aggressive with the opening ramp design of the camshaft.\\n\\nAs the lifter body diameter is increased, the diameter of the roller can be increased over stock. Jesel lifter sets are available in 0.842-inch, 0.875-inch, 0.905-inch and 0.937-inch diameters for most popular OEM and aftermarket racing engines. Lifters with a 0.842-inch and a 0.875-inch diameter make use of a 0.760-inch diameter roller with a 0.405-inch needle bearing length. \\n\\nThe larger 0.905-inch diameter lifters (as shown in the accompanying photos) have a 0.820-inch diameter roller while the 0.937-inch diameter lifters have a larger roller yet of 0.850-inch diameter roller. Both of the big diameter lifters incorporate a 0.450-inch needle bearing length \\n\\nFinally, these lifters are available in a variety of pushrod offsets for various engine combinations. This is particularly important if you have something like an aftermarket spread port head combination.\\n\\nAs you can see, there are a lot of differences in lifters. There\\u2019s also quite a bit of misinformation and hype associated with roller lifters. Some of it is right, but a lot of it is wrong. That\\u2019s why Jesel\\u2019s lifters aren\\u2019t exactly a simple \\u201cdrop in the bucket.\\u201d Check out the accompanying photos and captions for more information.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2019\\\/09\\\/j9-min.jpg&quot;,&quot;id&quot;:&quot;65190&quot;,&quot;title&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2 1&quot;,&quot;alt&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2&quot;,&quot;caption&quot;:&quot;In this photo, you can see how Jesel\\u2019s tool steel roller wheels are precisely profiled. Not all roller lifters have this generous profile. Jesel uses the largest roller wheel diameter possible in relation to the lifter body diameter.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2019\\\/09\\\/j10-min.jpg&quot;,&quot;id&quot;:&quot;65191&quot;,&quot;title&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2 2&quot;,&quot;alt&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2&quot;,&quot;caption&quot;:&quot;This Jesel roller lifter (for a big block Chevy) has a diameter of 0.905-inches. With this step up in diameter (from a stock diameter of 0.842-inch), the size of the roller wheel and bearing can be increased. This is important; the text offers more information.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2019\\\/09\\\/j11-min.jpg&quot;,&quot;id&quot;:&quot;65192&quot;,&quot;title&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2 3&quot;,&quot;alt&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2&quot;,&quot;caption&quot;:&quot;If you check out the lifter body, you\\u2019ll note that the oil groove is carefully profiled too. Plenty of aftermarket roller lifters simply have the body sharply machined in this location. Meticulous machining here can definitely improve the strength and reliability of the lifter.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2019\\\/09\\\/j12-min.jpg&quot;,&quot;id&quot;:&quot;65193&quot;,&quot;title&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2 4&quot;,&quot;alt&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2&quot;,&quot;caption&quot;:&quot;The tie bar installed on the Jesel drop in lifter is robust (with a capital \\u201cR\\u201d). The tie bar is actually manufactured from stainless steel and that\\u2019s followed up with a heat-treatment process.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2019\\\/09\\\/j13-min.jpg&quot;,&quot;id&quot;:&quot;65194&quot;,&quot;title&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2 5&quot;,&quot;alt&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2&quot;,&quot;caption&quot;:&quot;No corners are cut on these lifters. A good example is the tool steel hardware used to fasten the respective lifter bodies to the tie bar.&quot;,&quot;itemprop&quot;:&quot;image&quot;},{&quot;src&quot;:&quot;https:\\\/\\\/www.racingjunk.com\\\/news\\\/wp-content\\\/uploads\\\/2019\\\/09\\\/j14-min.jpg&quot;,&quot;id&quot;:&quot;65195&quot;,&quot;title&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2 6&quot;,&quot;alt&quot;:&quot;Jesel\\u2019s Solid Tie Bar Roller Lifters Part 2&quot;,&quot;caption&quot;:&quot;Another bonus is the fact that most Jesel lifters can be fully rebuilt. The folks from Jesel offer this as a service in their New Jersey facility.&quot;,&quot;itemprop&quot;:&quot;image&quot;}]\" itemscope itemtype=\"https:\/\/schema.org\/ImageGallery\"><\/div>\n","protected":false},"excerpt":{"rendered":"<div class=\"mh-excerpt\"><p>A lifter simply cannot be allowed to expire, because that certainly signals the end of the race.<\/p>\n<\/div>","protected":false},"author":20,"featured_media":65189,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2}},"categories":[3697,5008,11,3470,4879],"tags":[1856,4892,4800,41,4888,461,321],"class_list":["post-65188","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-galleries","category-engine","category-how-tos","category-news","category-slideshow","tag-engine","tag-galleries","tag-how-tos","tag-news","tag-slideshow","tag-tech-tips-2","tag-wayne-scraba"],"jetpack_publicize_connections":[],"jetpack_featured_media_url":"https:\/\/www.racingjunk.com\/news\/wp-content\/uploads\/2019\/09\/j1-min-1.jpg","jetpack_shortlink":"https:\/\/wp.me\/p42YSK-gXq","jetpack_sharing_enabled":true,"amp_enabled":true,"_links":{"self":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/65188","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/users\/20"}],"replies":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/comments?post=65188"}],"version-history":[{"count":1,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/65188\/revisions"}],"predecessor-version":[{"id":65196,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/posts\/65188\/revisions\/65196"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media\/65189"}],"wp:attachment":[{"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/media?parent=65188"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/categories?post=65188"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.racingjunk.com\/news\/wp-json\/wp\/v2\/tags?post=65188"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}