I'm referring specifically to this thread:

https://honda-tech.com/zerothread?id=1240002


And this post in particular:

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by EG6R &raquo;</TD></TR><TR><TD CLASS="quote">Ive s2s2 cams and omni retainers and springs, and i had the same problem. It was in a stock head with no mods done to the rockers. My brand new Ti retainers got scratches after less than 100kms in it and nothing over 9000rpms.

4 other friends running crower 403s and crower retainers and springs also had to shave some material off the rockers so it wouldnt be hitting the retainers.

Although our retainers have already been slightly nicked, after taking off material in the rockers, they are now working perfectly. I remember my friends with crowers telling me that they were already advised about the retainer problem and were asked to perform the mods on the rockers. Although when i got my cams/springs/retainers there was no specific instruction on what to do with the rockers, until i saw the damage.

Everyone thinks you have an uncommon problem, but theyll probably be surprised when they check theirs.

</TD></TR></TABLE>


Now I can take the rockers to a very good machinist, but how much material and in what fashion should I ask him to take material off the rocker arms?

 

I just did a $7000 all motor build in my 99 type sh. After not even 300 miles I had gouging out of one specific retainer on exhaust side cylinder #2. Found out my LMA's were weak, I was getting the infamous loud tick/pop right about 2800 to 3000 rpms. Replaced with new 99^ LMA's and things are fine now. Certain cams need the bottom of the rockers machined, I'm running crower stage 2's with crower dual valvesprings and crower tit retainers. If you need your rockers machined I recomend Frank at Pocketrockets racing, he will machine them perfectly without risking the structural integrity of the rocker arm!

 

http://www.theoldone.com/articles/badtothebone/

 

I remember that old article:

"We have to use retainers that set-up .060" higher than stock.
This can lead to retainer-to-rocker arm contact.
It's essential that the clearance between the retainer and the rocker arm be at least .040".
We check this clearance on every head we rework and assemble, as failure to do so can result in catastrophic engine damage.
In this photo, you can see the material removal necessary to achieve retainer-to-rocker arm clearance.
Any grinding marks must travel length-wise on the rocker to eliminate possible stress-risers."