No, the sleeve reduces the diameter of the lifter bore slightly to match the smaller diameter MOPAR lifter body. A flat strut between the intake and exhaust lifters keeps the roller aligned with the lobes. The roller is narrow enough to ride fully on the slightly off center lobe. Running a roller lifter eliminates the concern with the reduced level of zinc additives (ZDDP) in modern motor oils intended for use in roller cam engines. The rotating friction of a flat tappet cam and power loss associated with a sliding, rather than a rolling motion of the cam and lifters results in more usable power being delivered to the flywheel. There is also no "break-in" required for a roller cam, and a greatly reduced risk of cam lobe failure during the initial run-in of the engine.
On the top end, I'm using stud mounted roller rocker arms designed for a big block Chevy V8, with a 1.7:1 ratio- - - -which increases the total valve lift without needing a radical camshaft lobe shape. Higher lift promotes better low end torque, since the stovebolt manifold runners and port shapes pretty much make high RPM impossible. The really nice thing is that all these modifications are invisible from the outside, making an engine with almost 40 extra cubic inches and more torque a "sleeper"!
Please send me a PM if you'd like to give those 216 cams a new home. Thanks!
Jerry
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