We mortals certainly don't understand turbulent flow. There are so many
variables in a system like this that the obvious answers are almost always
wrong.
Take something really simple, like coolant flow through a radiator. All the
ordinary thermodynamic equations say you should get more cooling with more
flow, and yet we all understand that there's other things going on here.
Saying you need to slow the flow down so the water has time to transfer
heat is not the real answer. If we spent some serious time analyzing the
system we'd come up with closer answers. In the meantime, we know what works
empirically.
If I was going to guess, it would be that the flow through the bearing is
much more limited by the close fit of journal to shaft. If the flow is slow
enough the potential pressure drop across the partial obstruction would be
nil.
-----Original Message-----
From: owner-fot@autox.team.net [mailto:owner-fot@autox.team.net] On Behalf
Of Jack W. Drews
Sent: Thursday, June 24, 2004 7:34 AM
To: fot@autox.team.net
Subject: TR4 puzzler - oil system
It seems that when the crank fails, it does so through fatigue, at the
undercut radius at the rear main. This I understand.
It seems that when a rod fails, it is mostly #2 and / or #3.
What puzzles me about this is that I would think it would be #1, but that
seldom happens. Why would I think this?
The oil from the pump / filter is piped to the main gallery immediately
behind the distributor bushing. The bushing bore and the main gallery
intersect, and the oil pump drive shaft bushing partly blocks the flow to
main #1. I would think that #1 would have the least flow.
I guess there are some things we mere mortals just aren't meant to
understand.
uncle jack
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