MH: I couldn't find a reference to Dailey conventional oil pumps either - but they do say they make over 350 types.
Maybe raptor could tell us what he means?
Thank you MH for the link. The pictures show the type of pump I suspect everybody thought raptor was referring to. I don't think anything about this pump could be described as "cam-driven" etc. I think raptor must be talking about a "traditional" Chev oil pump drive that comes from a gear on...
I hate to appear ignorant, but what does "cam driven" and "drive gear on the lobe" mean? I thought this type of pump etc. was external to the engine and driven by a cogged belt. Is there a photo of the pump in question?
Gt6boy: I really don't think your manifold changes are very wise and they may be the cause of all the problems.
What does the half-inch hole do in connection with heating? What goes through the hole? I don't think you need to worry about petrol vapour etc. gathering at the bottom of the slope of...
Pat: The method you describe is actually what I normally do. I work pretty much only with OHC engines where you can usually see which way the cam lobes are pointing. The method has the advantage that at TDC at split overlap etc. you can see the lobes and visualise how they relate to valve...
Gt6boy: Not many people are experts at cam timing - I'm certainly not. However your methods and calculations look OK to me. One minor point is that 103 degrees would give (assuming the duration is 280) the quoted 37-63. 105 would give 35-65 - not enough to make any noticeable difference. Your...
103/105 degrees? Where is this measured from? I still suspect that the cam is not correctly installed. "Kerfuffles" are a sure sign of cam or ignition maladjustment. A change of only 2 degrees would normally have little (or no) noticeable effect. So if it was wrong at 105, it still will be...
I think you should consider the basic cause of "standoff" - fuel mist/spray coming out of the carbs. The only apparent cause would seem to be the excessively late closing of the intake valve allowing the piston to push the fuel/air mixture back out of the intake tract when the engine is not "on...
larrylcoyle: I am not entirely sure what thundair means about grinding the front of the follower. What I was referring to was that changing the angle of the whole contact slope of a flat-surfaced tappet will either advance or retard (depending on the direction of the slope) the cam timing...
Thundair: BigVlad was referring to the angle on the face of the followers (you mentioned on 22 May that you were taking 70 thou' off the front of the follower to retard the cam timing).
Also, are you sure about lowering the head 2 1/4" (57mm)? I would have thought 17mm would be about what you...
Yes, very tricky to reassemble everything with a socket and hammer. It would be useful to know if there is a "fits-everything" compressor available at a reasonable price (like around $50) in Oz.
I agree with SincoTC - coil bind is the real danger.
Also the "traditional" type of spring compressor seems best suited to pushrod-type heads. OHC heads seem to usually have high "skirts" around the edge that make it very difficult or impossible to apply the compressor to the spring. If you...
Probably there is no sump plug for same reason automatic gearboxes don't usually have sump plugs - it can't come loose if there isn't one. Car engines in boats have been having their oil changed by sucking it out for years.
Mr. Thundair: This is actually a very interesting question. Assuming that the contact surface of the follower is flat. Grinding the whole surface of the follower so that it is slightly angled will retard, or by turning it around and angling it the other way, advance the timing. The amount of...
I have to change my mind somewhat on this matter. I now think wwest's idea is interesting. However rather than his idea of changing between Atkinson and Miller cycles I would suggest applying both Atkinson and Miller cycles simultaneously. As both involve late closing of the intake valve this...
