Nitro / Alcohol
ROLLER LIFTERS
Designed to Dominate
It’s no secret that a Nitro fueled engine blasting down the drag strip is one of the most violent engines ever produced. Estimated at over 11,000 horsepower, the cylinder pressure generated can exceed 10,000 psi causing tremendous loads to be exerted on the exhaust lifter. A lifter failure often results in a big fire ball heading down the track followed by a lengthy oil down. Prior to Jesel’s release of their Nitro-Alcohol lifter, teams were gambling to get 10 runs on a set of lifters before throwing them away. Since switching to Jesel, teams have increased the life to over 35 runs before rebuilding them - not replacing them.
Jesel’s ultra-strong Nitro-Alcohol Hemi™ Lifter has reset the standard for lifters in blown nitro and alcohol engines. Engineered to endure immense cylinder pressures, these lifters have been the go to standard in Nitro methane and Alcohol engines since 2006. The REM polished, one-piece precision ground tool steel bodies are connected with a heat treated stainless steel tie bar and can be fully rebuilt. The roller and needle package is second to none and features precision sorted tool steel needles distributing the load to a .378” diameter dual pinned axle. Pushrod cup height is available in either a Jesel preferred low pivot or a .200” raised cup location and lifter centers are available in 1.800” to 2.000” centers. Available for Brad Anderson and Alan Johnson blocks, these lifters do not have provisions for pushrod oiling as the blocks do not provide for it.
Standard Features
Heat treated steel tie-bar secured with tool steel nuts
Center less ground REM polished heat treated body
Precision sorted tool steel needle bearings
Machined tolerances within .0002”
Heat treated tool steel roller
Dual Pinned Axle
Specifications
Oil flow should never be restricted to any Jesel Precision Roller Lifter.
Our Roller Lifter Story
Roller lifters had been around for years, being used in various applications such as radial aircraft engines, but when a few progressive engine builders started adapting them to race engines, horsepower and rpm made a huge leap forward. Cam grinders began designing cam profiles with shorter durations and higher rates of lift than a traditional solid lifter could tolerate. The result was incredible power gains especially with the typical modified O.E. style cylinder heads of the day. As valvetrain loads escalated with more lift, rocker ratio and spring pressure, the roller lifter was overtaxed and suffered frequent failures.
