Thanks for the input guys. I have some extra bushings I'm going to use to experiment with, like FHW suggested. It's funny. I pound bushings all day long in transmissions, and this bushing operation has me nervous as heck.
I'll be experimenting with a heat/chilled method (no locking compound), room temperature method with locking compound and without, different press fits, the affect of different bushing wall thicknesses on the amount of press fit needed, and anything else I can come up with.
The point about the locking compound and heat transfer is a very good one. I'm aware of the press fit required for guides and valve seats. That's why I'm questioning the amount for the lifter bushings. In the transmission world, you see, roughly, .001" per one inch diameter, but all the components are rotating in the bore, not reciprocating like a valve guide or lifter bushing. Locking compounds never seem to be a concern when used in transmissions. It's even recommended on front pump bushings that support the torque converter hub. Especially on aluminum pump bodies. The reason is that after the original bushing is removed, you will not achieve the same press fit as you would have with a brand new pump body. So the surfaces are prepped and sleeve locking compound is used to hold the bushing in place. The aluminum pump bodies also expand at a higher rate than cast iron bodies and bushing retention becomes more of a problem. The pump bushing also sees an awful amount of heat in its life. The torque converter can generate enough heat to turn steel blue. Even under extreme conditions like that, I can't recall ever seeing damage to a bushing that could have been directly related to bad heat transfer. But, it's a good point and I'll be looking into that very carefully. Thanks again. I'll make that call to Diamond Racing too.