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I began my stream today with 689 followers. After I ended my stream and went to check my analytics thinking I might have passed 700 without noticing, I saw that I was at 617. Has anyone else had this happen to them and know what the reason for this was?

This thread is the refitting of the tappet guides (known as cam followers), on a 300TDi engine. The same method and parts are in the series 2.25/2.5 engines, the 2.5 T/D, and 200TDi engines. The only difference being that series tappet guide retaing bolts are lock-wired. I was going to do one huge thread on the total restoration of a 300TDi engine, but not many people would do it, so seperate sections on the build would seem a better idea.

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European Structural Integrity Society (ESIS) Technical Committees (TC) work on different aspects of Structural Integrity matters. They are the most essential part of the ESIS organization. ESIS supports their activities. The strength of each TC is indicated by the number and scientific quality of Committee members and their output in terms of reports, recommendations, procedure documents, Special Technical Publications, and the regularity of their technical meetings.

Standard followers without the oil hole are fine for up to around 7500 rpm. They can be slightly lightened if valve train inertia is likely to be a problem, but lightened rockers are a better way to lighten the valve train for 'mega-revs'.

Valve train inertia used to be a problem on the 970 'S' engine where the rpm's could be as high as 9000 on a race engine. Then it was necessary to lighten the rockers, push rods & followers. If you can get hold of a set of original 'S' forged rockers they are lighter as standard.

Some pictures would help without which, we can only give guesses. I know in the US they are having issues with followers and cams being too soft and not heat treated correctly. The wear you've described is a lot for circa 2000 miles.

Fitted a minispares evo001 cam and followers into the wife's 1330 about 1000 miles ago. Changing the gearbox so checked out the cam etc. Three of the followers are not rotating. Is this going to be a problem in the future?

cam lobes should ( in the A series) be ground at a slight angle ( sort of cone shaped) so one side presses against the outer side of the follower causing it to rotate as the cam turns. the followers should also be slighly domed so you get more contact between the follower and lobe, from memory I think the dome/radius of the followers should be 42". the reason all thios is don is so that everything ios constanly movwing in relation to each other so you get no spot friction points and wear is even across the areas that contact ( not that they should contact cause they should be on an oil film)

Originally posted by m9a3r5i7o2n

V-8 engines & finger followers.

In the book about the old 1939 Tripoli valve/camlobe system there are two pictures of the fingers in the one picture, page #132, the followers have radii on both sides of the follower. The camlobe, page #134, has a straight sided lifting area. That is one on the lift side and one on the down slope side.

Would it not have been better to have made the cam with an all curvature working surface? Then dump the finger followers. After all there are 16 of the little gems along with an unknown amount needle bearing, pins etc. etc.

Just how much these finger followers are used today is probably an unknown.

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Originally posted by Halfwitt

To my knowledge most (I believe all) current F1 engines use finger followers in order to get the huge lifts required, where this would not be possible with direct-acting valve actuation. Road cars are also turning back toward finger followers in an attempt to decrease friction.

Originally posted by Halfwitt

To my knowledge most (I believe all) current F1 engines use finger followers in order to get the huge lifts required, where this would not be possible with direct-acting valve actuation.

Originally posted by hydra

Engineguy,

By "best", I meant best bhp-wise. Let us forget the friction, and valvetrain weight advantages of finger-followers (which are minimal and are of little relevance to most road cars) And you're right, finger followers would probably impose a packaging penalty, making already heavy and bulky heads heavier and bulkier. No, the main advantage of finger followers, one that I don't think is ever utilized on any road car engine, is the ability to use L/D ratios of well over 0.25 to maximize high-rpm VE with little detriment to low-rpm torque... Instead of having a 120bhp/L 9000rpm cam on bucket engine, you could have an equivalent 130 or 140bhp/L finger follower engine running more lift... Or is that not a reasonable argument?

Originally posted by Engineguy

Engine design is, as you know, a whole bunch of compromises. That's why there exists, in currently-produced engines, examples of sliding vs rolling cam contact, linear moving tappets vs pivoting fingers and rockers, etc., etc. There is no "best" solution... I could argue various merits of any of them... I've designed 'em all and love and hate and start over and switch. The valvetrain does not exist in a vacuum... does the 0.03 MPG improvement in fuel economy or 2.4 HP from the friction reduction justify the cost, assembly complexity, cylinder head bulk and weight and parts count that result from rollerized finger followers? How many customers care to pay an extra $400 for that? What if the bulk of the head compromises the exhaust system a little? Or the extra weight is added to already tortured front tires?

Mario Illien said, around 2002, the gain from using finger followers vs buckets was very small even in the IRL/CART/F1 engines they produced. They allow a slightly smaller base circle diameter (less friction, less weight) for a given lift (less so vs curved face bucket) and very slight reduction of recipricating mass,and endless opportunity to fiddle with (or F--- up) progressive ratios (i.e. valve movement not constant ratio to cam profile).

Engine designers are not immune to engineering fads, and going overboard. They should constantly step back and look at the big picture. Outside the realm of the pure racing engine where 753 HP is better than 751, simplicity itself is often a lofty goal that brings desirable aftereffects. Perhaps that's what Ferrari, BMW, and AMG saw in their aforementioned recent design decisions.

Originally posted by Engineguy

Arguably one of the most exotic modern production engines available (2005 International Engine of the Year, Best New Engine 2005, Best Performance Engine 2005, Best Above 4-Litre Engine 2005), the BMW M5 V10 (and the new M3's V8 version, I believe) has... ta dah... a cylindrically radiused contact surface bucket follower with anti-rotation key, just like the Offy (only a few Offys had flat followers). The key is needed, of course, just like with a pushrod roller tappet.

Originally posted by hydra I did a quick run on EA Pro with a hypothetical hi-performance 500cc/cyl engine with a B/S of 1.31 comparing finger followers (L/D = 0.36) to a cam on bucket setup (L/D = 0.26 which is quite generous actually) The COB cam duration had a little more duration than the FF cam to compensate for the decreased leverage, giving them the same overlap area, and I fiddled with the head flow tables a little to "optimize" them for mid-lift flow (since it won't be seeing sky-high L/Ds) and the difference between the two engines amounted to ~7% more peak power, 4.5% higher peak BMEP, and up to 8 more VE % points! Not bad huh? Mach Index for the former engine was 0.412, and for the latter engine 0.472 @ redline. Valve diameter was as big as the bore would accomodate, some 0.41B.

Originally posted by McGuire

It is said that the main thing that made the last Chevrolet Indy engine an unworkable turd (and forced them to go out and buy an engine from Cosworth in order to be competitive) was its bucket cam followers.

Originally posted by Engineguy

At least you tempered this with "It is said" and "the main thing." My peeve with this whole episode was that every race fan in the world was suddenly an expert on valvetrains and "knew" bucket followers are turds just 'cause the most obvious difference was that the Chevrolet had buckets.

Originally posted by McGuire

As for "popular perception"... for many decades race fans believed that if it didn't have bucket followers it wasn't a proper twin-cam racing engine... nothing further from the truth, really. Look at all the classic engines from Mercedes with finger followers, for example -- the subject of this thread.

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IKO designs and manufactures a broad selection of cam followers to meet the diverse needs of applications including machine tools, industrial robots, electronic parts production, and office automation equipment. A cam follower is a bearing that incorporates needle style rollers between a stud and a thick outer ring. Providing a small coefficient of friction, easy attachment, and excellent rotational performance. Also available in stainless steel versions to resist corrosion and are suitable for clean room applications. 2351a5e196