At the risk of fueling the fire, I believe that a good stock rocker has its place in our chevelles, the issue of QUALITY being compromised for profits (overseas junk) is a very real risk, in the street motors of many of our members being driven less than 3000 or so miles a year, I doubt that there is very little advantage to rollers vs GOOD stock style factory rockers. I would suggest that in many instances they serve as talking/bragging points only and I'm sure that you are aware of the damage that the needle bearings in a roller rocker (or lifter) can do to a good motor if they self destruct. My point is that probably many of the roller rockers sold to members are not really needed based upon the milage they drive and relatively mild motors. My VortecPro 467 came thru with stock hi-po factory rockers and a hydraulic flat tappet cam, Mark recently indicated to me he no longer supplies flat tappet cams, "too risky". This tells me that quality has disappeared from this portion of the performance market, Rest assured, if I were to go a roller cam in my motor that I would be using roller rockers. PS...don't rule out "OLD SMOKE"S" wisdom just because it is dated, we all could have learned from his thinking,,,Chevy and Ford did.
I don't know where this fear of needle bearings being belched out of rollerized rocker arms comes from. Have a missed something here lately?
I've never heard of any stories on this board nor others of needle bearings spilling all over the internals of engines from roller rocker arms. However I have read stories from board members here of needle bearings being ejected out of roller lifters. Perhaps my knowledge of this possibilty is lacking. Has anyone here heard of this ocuring with roller rocker arms? Now as faras Mr. Yunik, here's something he also said in his book concerning connecting rods: "Use the longest damn rods you can fit in the engine." He insisted that a longer connecting rod will make more power. But the increased angularity of a longer rod places more side thrust on cylinder walls, which in theory at least, can cause a quicker wear rate on piston rings, and cylinder bores. So it isn't a good thing for longevity. It's a trade-off at best.
The increasing rod length approach banks on the so-called advantage of the longer rod creating more dwell time at TDC for the piston which in theory gives the combustion mixture more time to burn and develop cylinder pressures, and those increased pressures create more power. But how much extra power can really be obtained in a street car engine from just an increased connecting rod length alone? I'm very skeptical about it being any significant increase. Perhaps 10 HP? Just a wild guess though.
And then we cannot neglect to inquire as to what possible negative effects a decrease in piston pin height might bring, since the longer the rod, the shoter the piston height must be to allow more room for the connecting rod length increase.