Engine
Camshaft, lifters & idle quality
The core call stands: a hydraulic roller on 110-112 LSA, never a 107-LSA Thumpr, with an assisted brake booster (hydroboost or an electric vacuum pump) and a converter matched to the final cam card. Four changes. (1) Path B should use the COMP 11-432-8 cam+lifter kit (about $1,168 at OPGI, kit number not…
Data-quality note. COMP's own site (compcams.com), Summit, and JEGS returned HTTP 403 / bot walls to my fetcher on 2026-10-12. Specs below come from product pages I could read (Engine Master AU mirrors of COMP's catalog data, Clay Smith, OPGI, Street Muscle) and from search-result snippets of the vendor pages. Prices marked (snippet) were seen only in a search snippet and not on a page I loaded. Treat every price as "verify at checkout." Idle-vacuum numbers are my estimates unless a source is named.
The pick
- Good
- About $1,700-2,000 in parts: COMP 11-432-8 cam+lifter kit (about $1,168, OPGI) or cam (price not confirmed, about $550) plus Melling BB817RF16 ($654.99), plus springs, pushrods, timing set, cam button and roller-safe distributor gear (estimated $500-800). Does not include any pistons or head work needed to reach 9-9.5:1.
- Better
- About $2,000-2,500: COMP Magnum 232 CL11-450-8 kit (about $1,168, OPGI) or a Clay Smith HR-8894-9 ($480-498, confirmed) with COMP 85401-16 lifters ($726.95), plus supporting parts.
- Best
- About $2,800-3,800 before brake assist: Howards CL120265-12 (AU$1,658.50; US price not confirmed) or a custom grind, lifters (Johnson $850.95 is out of stock), matched springs, pushrods, roller timing set and gear.
Pick one grind family: a hydraulic roller of about 230-236 degrees at .050 on a 110 LSA (108 if the owner chooses the lope option below; 112 for the quietest idle), .580-.600 net lift, installed so the intake closes 41-45 degrees ABDC at .050 (intake centerline about 106-108 on a 110 LSA). This replaces the earlier 234/240 on 112 LSA Path A grind and the Howards pick; those were sized for 9.6-10.0:1 or higher. The reasons follow.
- Path A (full build: 489 ci, forged rotating assembly, Edelbrock 60455 aluminum heads, 9.2-9.3:1 static). Catalog stand-in: COMP Magnum 232/232 retrofit hydraulic roller, 11-450-8 / CL11-450-8 kit (230/230 @.050, .578 lift, 110 LSA), or a custom 234/240 on 112 LSA (cam maker to confirm intake closing 41-45 ABDC). The Howards CL120265-12 (237/243, 112 LSA, 2,600-6,500 rpm, needs 10.0:1 or more per Engine Master) is not a match at 9.2-9.3:1 and is dropped as the Path A pick (kept in the table only as the big-cam reference). Pair the cam with a converter built to the flash in the converter bullet, springs matched to the heads, and hydroboost. Keep dynamic compression at about 8.4-8.6 on 93 octane (rule of thumb from forum sources, see section 02 for the confidence note). The cam choice and the compression ratio must be settled together, because more duration or an earlier intake closing point raises dynamic compression. Put the final cam spec past the cam maker with the actual head casting, piston dish and intended converter.
- Path B (freshen stock bottom end, lower compression about 9-9.5:1). COMP Xtreme Energy 11-432-8 (230/236, .510, 110 LSA) at a $549.95 cam price, plus a retrofit lifter set, springs and pushrods, is the easy button. The earlier, smaller 11-422-8 (218/224) is only worth it if the owner keeps the stock converter and wants the quietest result. Because lift is only .510 on the 230/236, consider Magnum 232/232 (.578 lift) if the heads flow well. Expect roughly 400-450 hp territory. Compression caveat (added in verification): 9-9.5:1 is not what a "stock bottom end" 1977 truck 454 gives you. Stock truck 454s of this era were low compression (commonly cited around 8:1; I did not retrieve a source for the exact number), so reaching 9-9.5:1 means new pistons or milled heads. Settle pistons/heads first; COMP's own cards for these cams assume 9:1 to 9.5:1+ and Howards states a 10.0:1 minimum for the CL120265-12. At about 8:1 static a 230/236 will feel flat and the bigger grinds will not work at all.
- Why 110 LSA by default, and the lope question (added in the integration pass). Section 03 originally chose 110-112 LSA mainly to protect brake vacuum. Hydroboost (section 12) removes that reason, so the LSA is now a pure choice among idle character, A/C idle, 4L80E manners and low-rpm torque. The owner asked for a mean lope at idle with drivability winning over a full chop. Resolution: default to 110 LSA (230/230 @.050), which gives a light, rhythmic lope at 800-900 rpm on EFI, keeps the idle stable with the compressor on (the Terminator X idle-up input handles the roughly 200 rpm A/C load) and does not make the lock-up 4L80E hunt. Lope option: the same durations on a 108 LSA (about 4 degrees more overlap): audibly choppier, a little less idle quality, and less cylinder pressure bleed-off at low rpm; with EFI and hydroboost it is workable, but it costs some low-rpm torque, raises idle emissions/hydrocarbons that do not matter here, and makes a hot A/C idle in traffic rougher. Do not go tighter than 108 for a truck that will carry a teenager in stop-and-go. Tell the cam maker the choice (110 or 108) and the 41-45 ABDC intake-closing limit; the intake centerline is then set by the installed-advance. Background on why wide LSA helps vacuum, still true for any vacuum accessory: wider LSA gives more intake-manifold vacuum and less reversion at idle (source 29, a forum thread: a 9.98:1 Pontiac 455 with a 239/[email protected] on 112 LSA / 106.25 ICL made about 12" at elevation and ran power brakes). The same thread is a warning for the Path A end of the range: a 10:1 454 with a 242/[email protected] hydraulic roller on 110 LSA / 106 ICL made only about 5" in gear at high elevation (poster's conversion: roughly 8" at sea level), and another poster had a COMP custom 236/242 (.547/.567 lift) ground specifically for brake vacuum. Those are one poster's numbers on other engines; measure on the truck. Practical expectation for these grinds in a heavy truck: roughly 10-14" at 700-800 rpm in park, falling about 2-3" in gear at a warm idle. Those figures are estimates; measure with a gauge on the truck.
- The power brake answer (closed by section 12/90: hydroboost). Don't plan on a vacuum booster working happily with anything above about 235 degrees. The options considered were: (a) an electric vacuum pump (Master Power Brakes sells one per the Street Muscle article), (b) hydroboost (the square-body forum thread in source 20 only supports that hydroboost gives a firm pedal and is a known swap on 1973-87 GM trucks; it does not discuss big cams, so the "preferred with big cams" point rests on the Thumpr guidance and the Yenko vacuum numbers above), or (c) keep the vacuum booster and verify at least 15-18" at cruise and a stable 10"+ at warm idle. Brakes section should price hydroboost, since the owner is already planning a full disc conversion.
- Converter coupling (stall reconciled in the integration pass). COMP says its 224/230 Xtreme Energy "needs an intake, headers, lower gears and a 2000+ stall converter," its Magnum 232 wants 2,500+ stall, and its Gen VI listing for the 230/236 also says 2,500+. Those are catalog labels for a typical engine; a 450-560 lb-ft engine flashes higher than the label (section 06). The project spec is therefore an actual flash of 2,300-2,600 rpm on this engine (2,200-2,500 for the non-lockup TH400 of Recipe 1; up to 2,600 for the lock-up 4L80E), written to the builder as flash on the cam card, gear, tire and weight, not as a catalog number. The earlier "2,400-2,800" figure in this section is superseded. The stock-ish 1,600-1,800 stall that came with the TH400 is still wrong for any of these cams beyond 218/224. (In the Street Muscle retrofit, the writer's 508 hp / 570 lb-ft engine used an XR276HR, quoted there as 224/236 @.050 with .510 lift; COMP's own catalog numbers for that part may differ.)
- 4L80E / 4L85E. The 4L80E wants a lock-up converter with an actual flash of about 2,300-2,600 for these grinds (see the converter bullet and section 07: Gearstar's L3 lists 2,600-3,600, so ask Gearstar in writing what it will build for this cam; the L2's 1,600-2,200 converter range fits but the L2 internals are rated 500 lb-ft, below the 489's 520-560). An overdrive trans at 65-70 mph spins the engine at roughly 2,000 rpm in overdrive (depends on gear and tire), which is a good place for a 5,800 rpm cam to be. Wider LSA and more duration both lower low-rpm torque, so with overdrive ratio of about 0.75 and a 3.42-3.73 rear, avoid going above about 238 degrees.
- T56 Magnum. No converter to mismatch, so the cam can be a little larger and a 112 LSA is even more attractive, but the truck then lives at low rpm with a manual. Arithmetic check (corrected): at 70 mph on a ~29" tire with 3.42 gears, direct drive is about 2,770 rpm; a T56 Magnum 6th (0.62; the Magnum-F is 0.50) gives roughly 1,700 rpm (about 1,400 with a 0.50 overdrive), not the 1,000-1,200 that an earlier draft said. A 230-class cam is fine there but a 238/244 will be lumpy and weak at that rpm. Expect the need for a vacuum pump or hydroboost either way. A tight cam like the 11-432-8 is friendly in traffic; a 238/244 is not.
- Final overall pick: Path B: COMP 11-432-8 as the cam+lifter kit (about $1,168) or with Melling BB817RF16 lifters, cam button, and a distributor gear matched to the cam core (see the Distributor gear gotcha: the gear depends on the core material, and neither "always melonized" nor "bronze" is right for every roller). Confirm compression (see caveat above) before ordering. Path A: COMP Magnum 232 CL11-450-8 (catalog stand-in) or an equivalent custom grind on 110 (or 112) LSA, high-quality lifters, matched springs, hydroboost.
Oil, ZDDP, and why not flat tappet
Flat-tappet cams need continued ZDDP; modern oils removed most of it, which is why break-in oil and additives exist (source 18). Roller lifters rely on rolling contact, so no zinc is needed for the cam itself. Some sources still like moderate ZDDP in a retrofit roller build to protect lifter bodies in their bores (source 19). On a vehicle meant to be a teen's daily driver in 2042, removing a failure mode (a wiped flat-tappet cam on bad oil) is worth the roughly $1,000-1,300 premium over a Thumpr flat-tappet cam and basic lifters.
Estimated cost to do the job (parts only)
| Tier | Items | Estimate |
|---|---|---|
| Good (Path B) | COMP CL kit for 11-432-8 (cam + COMP lifters) about $1,168 at OPGI (or cam ~$550 [price not confirmed] + Melling BB817RF16 $654.99 = about $1,205) + springs/retainers, pushrods, timing set, cam button, distributor gear (prices not confirmed; allow about $500-800) | Roughly $1,700-2,000 |
| Better | Magnum 232 CL11-450-8 kit about $1,168 (OPGI) (cam + lifters) + springs, pushrods, timing set, button, gear | Roughly $2,000-2,500 |
| Best (Path A) | Custom grind to the 41-45 ABDC spec (or the Howards big-cam kits if compression changes), top-end lifters (Johnson $850.95, currently out of stock; Howards kit already includes lifters), matched springs, pushrods, roller timing set, new gear, possible machine work on lifter bores | Roughly $2,800-3,800, not counting hydroboost/vacuum pump |
Why it matters
The cam sets the truck's personality: idle quality, vacuum for the brakes, how well it works with the converter or clutch, and how hard it is to live with on a 35-minute interstate commute. The owner wants a lope without losing drivability, 93 octane, and a powerband to about 5,500-6,000 rpm (the owner's original compression ask was 10.3-10.5:1; the project design target is now 9.2-9.3:1 static, see section 90). That points to a hydraulic roller of roughly 228-238 degrees at .050 on a 108-112 LSA, not a Thumpr-style 107 LSA chop.
The 1977 C10 has vacuum power brakes, and a factory A/C truck has a vacuum-heavy HVAC system (the A/C is dead, but the owner plans to restore it). A cam that idles at 9-10" in gear leaves a single-diaphragm booster marginal. The brakes decision (keep vacuum, add a pump, or go hydroboost) has to be made together with the cam; section 12/90 closed it as hydroboost for every recipe, so cam vacuum no longer constrains the grind. The '77 block is a Mark IV flat-tappet block, so any roller needs retrofit link-bar lifters, a cam thrust button, a roller-compatible distributor gear and custom-length pushrods. COMP's Xtreme Energy retrofit grinds are built for this block (the listing says 1967-1996 396-454, but 1965-66 396s with a rear-journal oil groove need a different cam).
Roller is the right long-term answer for a truck that is meant to last until about 2042. Flat-tappet cams need high-ZDDP oil for life, while roller lifters do not (sources 18, 19). The roller also gets a faster-opening lobe, so a modest-duration cam still makes real torque and idles cleaner for its size.
Fitment & gotchas
- Roller lifters in a non-roller block. You must use link-bar retrofit lifters so the rollers stay aligned to the lobe. Street Muscle's walkthrough used COMP XR276HR (224/236, .510 lift) with tie bars, 180 lb seat / 420 lb open springs, and reports 508 hp / 570 lb-ft on a 454 (source 12; the article puts the conversion kit at roughly $912, an older price).
- Cam thrust. A roller lobe has no helical angle, so the cam can walk forward. Use a cam button and a timing cover with a wear plate (billet is the easy way to check endplay). Street Muscle (source 12) says 0.001-0.005"; EngineLabs (source 26) says 0.003-0.010" and warns that more than 0.010" of walk retards ignition timing through the distributor gear. Follow the cam maker's instruction sheet. COMP states these retrofit cams "require thrust button and wear plate".
- Pushrod length and valve-spring seats. Pushrod length must be checked after assembly; stock-style stamped rockers need the right pushrod guide plates. Valve spring seat inserts may be required (source 12).
- Distributor gear (corrected; depends on the cam core). The earlier blanket rule here ("rollers want melonized/nitrided only; bronze is wrong") and section 05's "MSD bronze for steel/roller cams" are each only half right. The Street Muscle gear-compatibility guide (streetmusclemag.com ?p=9031, fetched 2026-10-12) says: cast-iron flat-tappet cams take iron gears; ductile-iron (SADI) hydraulic retrofit rollers, recognizable by the "-8" suffix such as COMP 11-423-8, are compatible with stock iron gears; billet-steel rollers need bronze or melonized gears; a melonized gear is described as safe on any cam gear material. COMP's own tech summary (search result, Engine Builder Magazine ?p=2067) lists melonized/hardened steel for ductile-iron rollers, bronze as a self-sacrificing race gear, and composite as compatible with every core. Applied here: the COMP "-8" retrofit hydraulic rollers (11-432-8, 11-450-8) are ductile-iron-class, so the Holley HyperSpark's cast-iron gear is acceptable per Street Muscle, but a melonized (or COMP composite) gear is the safe universal choice and is what to buy unless COMP confirms the core in writing; a custom billet-steel grind from a maker like Cam Motion or Clay Smith needs bronze or melonized, never iron. The factory HEI gear in this truck is not roller-rated; replace it with the same gear material chosen for the new distributor.
- Mechanical fuel pump. The owner plans to delete it. If kept for now, a bronze-tip fuel-pump pushrod is advised, and the retrofit rollers I looked at may not have a pump eccentric - confirm with the cam maker before buying.
- Oiling. 1965-66 396 blocks have a rear-journal groove and need a different part number; the 1977 454 does not. Proper oil circulation matters for hydraulic lifters.
- Truck-specific. The 454 Mark IV in a C10 sits close to the firewall, so a tall cam-driven setup (cap, distributor, air cleaner) has to clear; verify booster and master cylinder clearance with the chosen exhaust and intake. I did not find a source quantifying this, so confirm on the truck before ordering the final intake.
How it touches other systems
- Brakes. A cam with 235+ degrees and 112 LSA at warm idle in gear is marginal for a single-diaphragm vacuum booster. Section 12/90 resolved this with hydroboost, which adds a power-steering-fluid circuit that ties into the steering section.
- Converter / trans. The converter must be ordered after the cam is final. Typical COMP guidance is 2,000+ for the 224/230 and 2,500+ for the Magnum 232 (catalog labels); order by actual flash (2,300-2,600 on this engine). The 4L80E/4L85E needs a lockup converter. A T56 removes the converter question but changes pedal and clutch choice.
- Compression and heads. At the project's 9.2-9.3:1 static the 230/230 cam closing at 41-45 ABDC gives DCR 8.4-8.6; a longer-duration cam with an early closing intake would push dynamic compression higher, a short-duration cam wastes the compression. Heads, pistons and cam need one dynamic-compression calculation (section 02).
- Intake / carb / EFI. A dual-plane intake with an Edelbrock AVS2 800 or Holley Street Avenger 770 suits 230-ish at 110. A single-plane lopey cam would want a bigger carb. EFI (Sniper 2, Terminator X) can idle a lopey cam better than a carb and can compensate for low vacuum.
- Exhaust. The sound of the lope depends on headers, X-pipe and mufflers (exhaust section). 112 LSA gives a smoother, less pronounced lope than 107.
- Rear gear / tires. Taller tires and a lower rear ratio (3.08-3.42) reduce engine speed at 65-70 mph. Highway rpm vs. the cam's 2,500+ low end affects whether the cam feels dead below 2,000 rpm.
- Valvetrain. Stock stamped rockers with adequate geometry work up to roughly .600 lift. Anything beyond that suggests roller rockers and pushrod guide plates, which tie into the cylinder-head section.
- Ignition and charging. Low-vacuum cams generally run best on adjustable timing and a mechanical-advance curve; the HEI vacuum-advance hookup (full manifold vs. ported) is a tuning choice that I did not find a source for; the "only if idle vacuum exceeds 10 inches" rule from the first draft is unsupported. Plan to set initial/total timing on a dyno or with a gauge and test both hookups.
Check on the truck
- Which path (A or B) are you on, and what compression/head combination will it be? That fixes the grind.
- Brake approach: closed as hydroboost (section 12/90), which removes the vacuum constraint entirely. Open owner choice instead: 110 LSA (smooth, recommended) or 108 LSA (more lope)?
- Which transmission (TH400, 4L80E/4L85E, or T56)? The converter or clutch has to follow the cam.
- Do you plan to keep the factory HEI distributor? We need a roller-compatible gear for it.
- Confirm from the block casting and engine tag that this is a standard Mark IV 454 with flat-tappet lifter bores and no oil-groove at the rear journal; check lifter bore wear at teardown (machine shop).
- Rear gear ratio and final tire size: measure the actual ratio. It decides stall and how much cam you can tolerate.
- Check the existing cam and lifters during teardown for lobe wear; if the cam and lifters are fine, keep them as a baseline, but the plan here replaces them.
- Confirm today's price and stock on COMP 11-432-8 (the retailer showed "temporarily out of stock"), and call the cam maker with the exact head, piston and converter details before ordering.
Fact-check notes
Adversarial check run 2026-10-12.
URLs fetched (16): Clay Smith HR-8894-9 and HR-294-0 (OK, prices and SKUs confirmed); Clay Smith Johnson lifters (OK, but out of stock; SKU JLC2116BBR added); Engine Master 11-432-8 and Howards CL120265-12 (OK); SD Parts CC854-2 (OK); Trick Flow listing (OK but on a dev/staging host, flagged); Street Muscle p=8344 (OK); Counterman (OK); EngineLabs Cam Motion and endplay articles (OK); Yenko.net thread (OK); GM Square Body thread (loads, does not say what was claimed, text fixed). Blocked or empty to my fetcher: COMP, Summit (several pages), OPGI, CJ Pony (403), NCRS (403), Speedway (empty). Those were checked via search results only.
Prices spot-checked (9): Clay Smith 8894-9 and 294-0 ($480-498, confirmed); SD Parts CC854-2 ($112.95); Johnson lifters ($850.95); Melling BB817RF16 ($654.99, search result, Summit); COMP 85401-16 ($726.95, CJ Pony search result); Magnum 11-450-8 ($549.95 cam, search result); COMP kit CL11-450-8 and XE CL kit (about $1,167.99, OPGI); Thumpr 11-600-4 ($291.95, Summit search result); Howards CL120265-12 (AU$1,658.50 confirmed; US price still not confirmed).
Changed:
- 11-432-8 cam-only price of $549.95 was not supported (that figure belongs to the Magnum 11-450-8); marked not confirmed and added the real kit price (about $1,167.99).
- The pointer to Summit K11-433-8 as the 11-432-8 kit was wrong; 11-433-8 is the larger 236/242 cam.
- 11-432-8 rpm range and stall: listings conflict (1,900-5,600 vs 2,200-5,800); COMP's same-grind listing says 2,500+ stall, so stall guidance was raised to 2,400-2,800 label; superseded in the integration pass by an actual-flash spec of 2,300-2,600 rpm (2,200-2,500 non-lockup TH400), see the converter bullet.
- "COMP Thumpr hydraulic roller 227/241" was mislabeled; 227/241 is the flat-tappet 11-600-4. Real roller is the Mutha' Thumpr 11-601-8. Unverified "K11-600-8 $1,545.95" dropped.
- Magnum 232 kit price corrected ($1,167.99 OPGI, kit number CL11-450-8).
- Source citations fixed (Street Muscle is source 12, not 8); the GM Square Body thread (source 20) does not support "hydroboost preferred with big cams", text corrected; Yenko thread numbers added, including a 242/248 110-LSA 454 with only about 5" in gear at elevation, which strengthens the brake-assist warning.
- T56 cruise rpm math corrected (about 1,400-1,700 rpm at 70 mph, not 1,000-1,200).
- Distributor gear: "bronze" was wrong for a roller; melonized or nitrided only.
- HEI vacuum-advance rule marked unsupported.
- Cam endplay figures: sources disagree (0.001-0.005 vs 0.003-0.010 inch); both shown.
- Added compression caveat: stock 1977 truck 454 is low compression, so Path B "9-9.5:1 with stock bottom end" needs pistons or head work (exact stock ratio not sourced).
- Added a missing-options list (Crane, Summit house brand, Lunati EFI-compatible, GM Gen VI roller to avoid, Edelbrock flat-tappet).
- Good-tier cost now uses the COMP cam+lifter kit, which is cheaper than cam plus separate lifters.
Recommendation check: Hydraulic roller on 110-112 LSA, avoiding 107 LSA Thumpr, is sound for 93 octane, 65-70 mph cruise, a future teen driver and a 2042 horizon. The main risks are brake vacuum and converter matching, both already flagged and now better supported. Path A still lacks a confirmed US-priced off-the-shelf cam; a custom grind through the cam maker remains the right call.
Still unverified: US price for Howards CL120265-12; 11-432-8 cam-only price; K-kit prices; stock 1977 454 compression; which factory HEI distributor gears are roller-safe; fuel-pump eccentric availability on retrofit cams; the 1977 C10 firewall clearance claim (no source).
Sources 32
- Engine Master AU, COMP Thumpr 11-601-8 (235/249, 107 LSA)
- Total Performance AU, COMP Thumpr 11-600-4
- COMP, Thumpr 227/241 flat cam page (search result, 403 on fetch)
- COMP, Xtreme Energy 224/230 hydraulic roller (search result)
- COMP, Xtreme Energy 230/236 hydraulic roller (search result)
- Engine Master, COMP 11-432-8 230/236
- Engine Master, COMP 11-422-8 218/224
- Engine Master, COMP Magnum 11-470-8 252/252
- COMP, Magnum 232/232 hydraulic roller (search result)
- Summit, COMP Xtreme Energy Retrofit kit K11-433-8 (search result)
- Summit, COMP Thumpr 11-600-4 (search result)
- Street Muscle, How To Retrofit A Hydraulic Roller Cam In A Big-Block Chevy
- Engine Master, Howards CL120265-12
- Summit, Howards CL120325-10 (search result)
- Summit, Howards CL120405-12 (search result)
- Engine Master, Howards HC91162 race hydraulic roller lifters
- OPGI, Lunati Voodoo LN2171K 272/280 BBC retro hydraulic roller
- Counterman, Flat-Tappet Survival Course (ZDDP)
- Speedway Motors, Break-in oil / zinc (search result)
- GM Square Body forum, hydroboost vs. vacuum boost (search result)
- Street Muscle, Big Cams Are No Match For This Quiet, Compact Vacuum Pump (search result; fetch returned 410)
- Clay Smith HR-294-0-CSR
- Clay Smith HR-8894-9-CSR
- Clay Smith, Johnson retro-fit hydraulic roller lifters (search result)
- SD Parts, COMP CC854-2 lifters
- EngineLabs, Blueprint Series: Setting Retrofit Roller Cam Endplay (search result)
- COMP, Evolution retro-fit hydraulic roller lifters (search result)
- Summit, Melling BB817RF16 (search result)
- Yenko.net thread, 455 Pontiac 239/243 112 LSA vacuum report (search result)
- EngineLabs, Cam Motion Godzilla / custom BBC cores
- Trick Flow BBC retro link-bar lifters listing
- NCRS forum, hydraulic roller with power brakes and A/C (search result)