FAQ
Is shipping included in the price of the lifters?
Yes, free standard U.S. shipping via USPS Priority Mail is included in the price. For non-domestic or expedited shipping, call (386) 253-1899 or email: [email protected] .
Yes, free standard U.S. shipping via USPS Priority Mail is included in the price. For non-domestic or expedited shipping, call (386) 253-1899 or email: [email protected] .
Where will the lifters be shipped from?
They will be shipped from our Wisconsin facility. Please do not attempt to contact that location for delivery information. Call (386) 253-1899 or email: [email protected].
They will be shipped from our Wisconsin facility. Please do not attempt to contact that location for delivery information. Call (386) 253-1899 or email: [email protected].
What is your return and warranty policy?
Our return/warranty policy can be found by clicking on the link below.
GATERMAN HD LIFTERS® RETAIL WARRANTY POLICY
Our return/warranty policy can be found by clicking on the link below.
GATERMAN HD LIFTERS® RETAIL WARRANTY POLICY
Are your lifters made by, sold by, or affiliated with Harley-Davidson, Inc® in any way?
No, they are not. The only connection is that our lifters will fit in the engines they build.
Our company has no affiliation with or endorsement by Harley-Davidson, Inc®.
No, they are not. The only connection is that our lifters will fit in the engines they build.
Our company has no affiliation with or endorsement by Harley-Davidson, Inc®.
Do your lifters work with stock pushrods?
We don't recommend it. The valve train in a Harley-Davidson®, regardless of the engine type, is non-adjustable. So, the only way to allow for production tolerance variations in the components of the valve train is to have lots of travel in the lifters. Consequently, the actual pre-load of the lifters is changed by the production tolerances of rest of the valve train components, including the stock pushrod.
We believe a lifter works its best with a certain amount of preload, so that all the internal components in the lifter are in the correct orientation during operation. That's why we strongly recommend adjustable pushrods and setting pre-load to our recommendations.
We don't recommend it. The valve train in a Harley-Davidson®, regardless of the engine type, is non-adjustable. So, the only way to allow for production tolerance variations in the components of the valve train is to have lots of travel in the lifters. Consequently, the actual pre-load of the lifters is changed by the production tolerances of rest of the valve train components, including the stock pushrod.
We believe a lifter works its best with a certain amount of preload, so that all the internal components in the lifter are in the correct orientation during operation. That's why we strongly recommend adjustable pushrods and setting pre-load to our recommendations.
How do I find out how many inches per turn there are on my adjustable pushrod's threaded adjuster?
Your pushrod supplier will normally give you the thread specifications in the format of, for example 5/16" - 32. In this case, there are 32 threads per inch, or 32 turns per inch. To find the number of inches per turn, divide 1" by 32, or 1/32 = .03125 inches per turn. So, three turns will be 3 x .03125" = .09375" or .094". For a 24 threads per inch adjuster, three turns will be 3 x (1/24) = .125". Both are three turns, but they have significantly different preloads.
Your pushrod supplier will normally give you the thread specifications in the format of, for example 5/16" - 32. In this case, there are 32 threads per inch, or 32 turns per inch. To find the number of inches per turn, divide 1" by 32, or 1/32 = .03125 inches per turn. So, three turns will be 3 x .03125" = .09375" or .094". For a 24 threads per inch adjuster, three turns will be 3 x (1/24) = .125". Both are three turns, but they have significantly different preloads.
What's the total travel in your GP1023 Twin Cam lifter?
There's .175" total travel in the GP1023.
There's .175" total travel in the GP1023.
Is the face of the roller flat?
No, typically not. Actually the roller face has a large compound spherical radius. This is done to accommodate any mis-alignment of the roller and cam lobe faces. The sources of the mis-alignment are numerous, including cam lobe taper, lifter bore mis-alignment to camshaft bore, and roller axle mis-alignment. Without the roller face radius, edge riding of the roller on the cam lobe would be likely, resulting in cam lobe and roller failure.
No, typically not. Actually the roller face has a large compound spherical radius. This is done to accommodate any mis-alignment of the roller and cam lobe faces. The sources of the mis-alignment are numerous, including cam lobe taper, lifter bore mis-alignment to camshaft bore, and roller axle mis-alignment. Without the roller face radius, edge riding of the roller on the cam lobe would be likely, resulting in cam lobe and roller failure.
Why does your GP1023 Twin Cam lifter have multiple oil holes?
In order to refill the lifter after each rotation cycle, oil must be made available to the inside of the lifter. Multiple oil holes allow for a sufficient and uninterrupted supply of oil in spite of air bubbles or debris in the oil. The oil holes on this lifter are also oriented, so one hole is positioned toward the direct oil pressure feed in all instances.
In order to refill the lifter after each rotation cycle, oil must be made available to the inside of the lifter. Multiple oil holes allow for a sufficient and uninterrupted supply of oil in spite of air bubbles or debris in the oil. The oil holes on this lifter are also oriented, so one hole is positioned toward the direct oil pressure feed in all instances.
Your GP1023 Twin Cam lifter has a small oil hole on the flat. What is that for and does it negatively affect my engine's oil pressure?
The oil hole is there to lubricate the surface where the anti-rotation pin rubs the flat on the lifter body. As a result, friction and wear are reduced. The oil that feeds that hole is bled off and would go into the sump anyway, so it has no impact on your oil pressure. We simply re-direct it to the interface where it is needed.
The oil hole is there to lubricate the surface where the anti-rotation pin rubs the flat on the lifter body. As a result, friction and wear are reduced. The oil that feeds that hole is bled off and would go into the sump anyway, so it has no impact on your oil pressure. We simply re-direct it to the interface where it is needed.
Does the oil hole to the roller bearing on the GP1023 Twin Cam lifter starve the rest of my engine for oil?
No, it shouldn't. The oil hole to the roller bearing is not fed using direct pressure oiling. It relies on "edge orifice" oiling, which re-directs oil that bleeds by the bearing surface on the lifter to the bearing by way of the flat milled on the side of the lifter. So, the reduction in oil pressure and volume, if any, should be negligible.
No, it shouldn't. The oil hole to the roller bearing is not fed using direct pressure oiling. It relies on "edge orifice" oiling, which re-directs oil that bleeds by the bearing surface on the lifter to the bearing by way of the flat milled on the side of the lifter. So, the reduction in oil pressure and volume, if any, should be negligible.
Should I use different size anti-rotation pins on my Twin Cam to reduce the clearance between the pin and the flat on the lifter?
On a roller cam application, the roller "self-centers" the lifter when the lifter goes up the ramp on the opening side of the cam lobe. So, the lifter must be free to "float" to some extent so this can happen. There are production tolerances in any engine that will add up to affect the parallelism between the roller axle centerline, the surface of the cam lobe, and the centerline of the anti-rotation pin. As a result, there needs to be some clearance between the pin and the flat on the lifter to compensate for the total error. Therefore, we don't recommend less than .005" clearance in that area.
On a roller cam application, the roller "self-centers" the lifter when the lifter goes up the ramp on the opening side of the cam lobe. So, the lifter must be free to "float" to some extent so this can happen. There are production tolerances in any engine that will add up to affect the parallelism between the roller axle centerline, the surface of the cam lobe, and the centerline of the anti-rotation pin. As a result, there needs to be some clearance between the pin and the flat on the lifter to compensate for the total error. Therefore, we don't recommend less than .005" clearance in that area.
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Absolutely. We use PayPal's shopping cart services which are secured to the latest PCI DSS industry security standards. We never see, possess, nor store your credit card information, so you can shop with confidence.
