Re: [Healeys] FW: Oil again

[WILLIAM B LAWRENCE <ynotink@msn.com>]

--===============5130125404909328683==
        boundary="_dd740413-25c4-49d2-a55d-46703a2bed48_"

--_dd740413-25c4-49d2-a55d-46703a2bed48_
Content-Transfer-Encoding: quoted-printable

Larry=2C I don't think they mess with the journals so there should be no pr=
oblem there. I've seen a website for Vandervell=2C but they are probably ow=
ned by someone else now. If they maintained their old quality and if they s=
till make the right bearings they would be the go to source. As it is it's =
a crapshoot. I am going to contact them and see what they claim.
My block has been over-bored and after 13 years of service wouldn't quite c=
lean up at 88 mm. I'll be ordering the 88.5 mm pistons. I like the DW route=
 because it allows them to use lighter pistons and more modern metric rings=
 they say will cut down on blow-by. CR shouldn't change unless I do cut the=
 pistons and then it won't increase much. I'm waiting to hear what needs to=
 be done to the head. If it needs to be decked too a lot of things might ch=
ange.I haven't micced the old head gasket=2C but i'll need to compare it to=
 the new one at some point. Even though I don't think I'll be driving it at=
 high revs very much I'm still going to change out to the narrow drive belt=
 just because I can incorporate a vibration damper.


Date: Fri=2C 26 Jun 2015 17:12:24 +1000
From: varley@cosmos.net.au
To: ynotink@msn.com
CC: healeys@autox.team.net
Subject: Re: [Healeys] FW: Oil again

=0A=
  =0A=
    =0A=
  =0A=
  =0A=
    Hi Bill=2C don't let them grind the cam journals=2C it seems undersize=
=0A=
    cam bearings are not obtainable. King bearings had a problem many=0A=
    years ago but I believe there are no problems with them now.=0A=
    Vandervell  did make bearings for the 100 years ago but they would=0A=
    be hard to find these days. The 100 block is very soft iron=2C my car=
=0A=
    had a massive ring groove even though the engine had only done 8000=0A=
    miles from new. I had it bored to 3 5/8 and sleeved it back to 3 1/2=0A=
    using good quality iron liners from LA Sleeve. I used semi dished=0A=
    plus 0.060 pistons from JP pistons here in Australia. They give a=0A=
    final compression ratio of about 9.5 to 1. I would see no problem=0A=
    with machining the top of the pistons back flush as it would only be=0A=
    a very small amount. My head gasket is 0.040 thick composite=0A=
    material with steel rings around the bores. As long as the pistons=0A=
    are no more than flush with the top of the bore you should have no=0A=
    problem.
=0A=
    Hope it all works out
=0A=
    Regards
=0A=
    Larry Varley
=0A=
   =20
=0A=
   =20
=0A=
    On 26/06/2015 2:33 PM=2C WILLIAM B=0A=
      LAWRENCE wrote:
=0A=
    =0A=
    =0A=
      =0A=
      Thanks for the advise Larry=2C=0A=
       =20
=0A=
        =0A=
        Yeah=2C I was wondering about the piston clearance since I=0A=
          don't really know what the stock deck height is supposed to be=0A=
          or how much it has been cut before. I'm planning on using=0A=
          Denis Welch's 100M pistons and their MLS head gasket. I=0A=
          suppose I could use a shim to clear the pistons if they are=0A=
          too close=2C but that would defeat the purpose of the MLS=0A=
          gasket. Instead of that I've been thinking of having the top=0A=
          of the piston (ring around the pocket) cut back enough to=0A=
          clear the head if necessary. The metal seems to be plenty=0A=
          thick there.=0A=
       =20
=0A=
        =0A=
        I'm planning to do several fit ups with an old gasket=0A=
          (assuming the new gasket will crush to the near the same=0A=
          dimension) and check for interference and clearances with some=0A=
          modeling clay. I've heard there is an optimal piston to head=0A=
          dimension to reduce the squish area while still allowing=0A=
          clearance for rod thermal expansion. If you have any=0A=
          information on that or on any other tricks or rules of thumb I=0A=
          could use the info.=0A=
       =20
=0A=
        =0A=
        I'm sending my camshaft back to Iskendarian to have it=0A=
          freshened up. I really liked their grind so don't feel the=0A=
          need to change.=0A=
       =20
=0A=
        =0A=
        Checking over the engine while I was disassembling it=2C a=0A=
          lot of the grime I thought was coming from gasketed joints was=0A=
          actually from the copious amounts of oil running out of the=0A=
          head joint. Most of my joints seemed to be successfully sealed=0A=
          although I may have had a problem with the rear lip seal. I=0A=
          think I overextended the garter spring while I was assembling=0A=
          it. Not a lot of room for my big clumsy fingers to manipulate=0A=
          the spring. I think I'll assemble it on the crank before I lay=0A=
          it in the block this time. I'm always amazed when I think=0A=
          about the rear cam journal being sealed by a gasket on the end=0A=
          plate. It's a miracle it doesn't leak=2C but I guess most don't.=
=0A=
          Extra support there would be a good thing.=0A=
       =20
=0A=
        =0A=
        Right now I'm working on sourcing parts and I'm running=0A=
          into a blank wall when I look for good quality engine=0A=
          bearings. Moss has some trimetal rod bearings by King=2C but I=0A=
          don't know anything about them and I would want the same for=0A=
          the mains too. I'd like to find some Vandervells or similar=0A=
          quality bearings=2C but all their parts lists I've seen don't=0A=
          include the A90 engine.=0A=
       =20
=0A=
        =0A=
        Again=2C thanks for your input. I'm going to need all the=0A=
          help I can get.=0A=
       =20
=0A=
        =0A=
        Oh=2C and while the engine is down I'm going to be working on=0A=
          the body and interior too. A Healey has an image to uphold and=0A=
          so far mine is falling short.=0A=
       =20
=0A=
        =0A=
        Bill Lawrence=0A=
        BN1 #554=0A=
       =20
=0A=
        =0A=
       =20
=0A=
      =0A=
    =0A=
   =20
                                          =

--_dd740413-25c4-49d2-a55d-46703a2bed48_
Content-Transfer-Encoding: quoted-printable

<html>
<head>
<style><!--
.hmmessage P
{
margin:0px=3B
padding:0px
}
body.hmmessage
{
font-size: 12pt=3B
font-family:Calibri
}
--></style></head>
<body class=3D'hmmessage'><div dir=3D'ltr'>Larry=2C I don't think they mess=
 with the journals so there should be no problem there. I've seen a website=
 for Vandervell=2C but they are probably owned by someone else now. If they=
 maintained their old quality and if they still make the right bearings the=
y would be the go to source. As it is it's a crapshoot. I am going to conta=
ct them and see what they claim.<div><br></div><div>My block has been over-=
bored and after 13 years of service wouldn't quite clean up at 88 mm. I'll =
be ordering the 88.5 mm pistons. I like the DW route because it allows them=
 to use lighter pistons and more modern metric rings they say will cut down=
 on blow-by. CR shouldn't change unless I do cut the pistons and then it wo=
n't increase much. I'm waiting to hear what needs to be done to the head. I=
f it needs to be decked too a lot of things might change.I haven't micced t=
he old head gasket=2C but i'll need to compare it to the new one at some po=
int.<span style=3D"font-size: 12pt=3B">&nbsp=3BEven though I don't think I'=
ll be driving it at high revs very much I'm still going to change out to th=
e narrow drive belt just because I can incorporate a vibration damper.</spa=
n><div><div><br></div><div><br><br><div><hr id=3D"stopSpelling">Date: Fri=
=2C 26 Jun 2015 17:12:24 +1000<br>From: varley@cosmos.net.au<br>To: ynotink=
@msn.com<br>CC: healeys@autox.team.net<br>Subject: Re: [Healeys] FW: Oil ag=
ain<br><br>=0A=
  =0A=
    =0A=
  =0A=
  =0A=
    Hi Bill=2C don't let them grind the cam journals=2C it seems undersize=
=0A=
    cam bearings are not obtainable. King bearings had a problem many=0A=
    years ago but I believe there are no problems with them now.=0A=
    Vandervell&nbsp=3B did make bearings for the 100 years ago but they wou=
ld=0A=
    be hard to find these days. The 100 block is very soft iron=2C my car=
=0A=
    had a massive ring groove even though the engine had only done 8000=0A=
    miles from new. I had it bored to 3 5/8 and sleeved it back to 3 1/2=0A=
    using good quality iron liners from LA Sleeve. I used semi dished=0A=
    plus 0.060 pistons from JP pistons here in Australia. They give a=0A=
    final compression ratio of about 9.5 to 1. I would see no problem=0A=
    with machining the top of the pistons back flush as it would only be=0A=
    a very small amount. My head gasket is 0.040 thick composite=0A=
    material with steel rings around the bores. As long as the pistons=0A=
    are no more than flush with the top of the bore you should have no=0A=
    problem.<br>=0A=
    Hope it all works out<br>=0A=
    Regards<br>=0A=
    Larry Varley<br>=0A=
    <br>=0A=
    <br>=0A=
    <div class=3D"ecxmoz-cite-prefix">On 26/06/2015 2:33 PM=2C WILLIAM B=0A=
      LAWRENCE wrote:<br>=0A=
    </div>=0A=
    <blockquote cite=3D"mid:SNT149-W3632149F2DC0C17E3610B0A5AD0@phx.gbl">=
=0A=
      <style><!--=0A=
.ExternalClass .ecxhmmessage P {=0A=
padding:0px=3B=0A=
}=0A=
=0A=
.ExternalClass body.ecxhmmessage {=0A=
font-size:12pt=3B=0A=
font-family:Calibri=3B=0A=
}=0A=
=0A=
--></style>=0A=
      <div dir=3D"ltr">Thanks for the advise Larry=2C=0A=
        <div><br>=0A=
        </div>=0A=
        <div>Yeah=2C I was wondering about the piston clearance since I=0A=
          don't really know what the stock deck height is supposed to be=0A=
          or how much it has been cut before. I'm planning on using=0A=
          Denis Welch's 100M pistons and their MLS head gasket. I=0A=
          suppose I could use a shim to clear the pistons if they are=0A=
          too close=2C but that would defeat the purpose of the MLS=0A=
          gasket. Instead of that I've been thinking of having the top=0A=
          of the piston (ring around the pocket) cut back enough to=0A=
          clear the head if necessary. The metal seems to be plenty=0A=
          thick there.</div>=0A=
        <div><br>=0A=
        </div>=0A=
        <div>I'm planning to do several fit ups with an old gasket=0A=
          (assuming the new gasket will crush to the near the same=0A=
          dimension) and check for interference and clearances with some=0A=
          modeling clay. I've heard there is an optimal piston to head=0A=
          dimension to reduce the squish area while still allowing=0A=
          clearance for rod thermal expansion. If you have any=0A=
          information on that or on any other tricks or rules of thumb I=0A=
          could use the info.</div>=0A=
        <div><br>=0A=
        </div>=0A=
        <div>I'm sending my camshaft back to Iskendarian to have it=0A=
          freshened up. I really liked their grind so don't feel the=0A=
          need to change.</div>=0A=
        <div><br>=0A=
        </div>=0A=
        <div>Checking over the engine while I was disassembling it=2C a=0A=
          lot of the grime I thought was coming from gasketed joints was=0A=
          actually from the copious amounts of oil running out of the=0A=
          head joint. Most of my joints seemed to be successfully sealed=0A=
          although I may have had a problem with the rear lip seal. I=0A=
          think I overextended the garter spring while I was assembling=0A=
          it. Not a lot of room for my big clumsy fingers to manipulate=0A=
          the spring. I think I'll assemble it on the crank before I lay=0A=
          it in the block this time. I'm always amazed when I think=0A=
          about the rear cam journal being sealed by a gasket on the end=0A=
          plate. It's a miracle it doesn't leak=2C but I guess most don't.=
=0A=
          Extra support there would be a good thing.</div>=0A=
        <div><br>=0A=
        </div>=0A=
        <div>Right now I'm working on sourcing parts and I'm running=0A=
          into a blank wall when I look for good quality engine=0A=
          bearings. Moss has some trimetal rod bearings by King=2C but I=0A=
          don't know anything about them and I would want the same for=0A=
          the mains too. I'd like to find some Vandervells or similar=0A=
          quality bearings=2C but all their parts lists I've seen don't=0A=
          include the A90 engine.</div>=0A=
        <div><br>=0A=
        </div>=0A=
        <div>Again=2C thanks for your input. I'm going to need all the=0A=
          help I can get.</div>=0A=
        <div><br>=0A=
        </div>=0A=
        <div>Oh=2C and while the engine is down I'm going to be working on=
=0A=
          the body and interior too. A Healey has an image to uphold and=0A=
          so far mine is falling short.</div>=0A=
        <div><br>=0A=
        </div>=0A=
        <div>Bill Lawrence</div>=0A=
        <div>BN1 #554</div>=0A=
        <div><br>=0A=
        </div>=0A=
        <br>=0A=
      </div>=0A=
    </blockquote>=0A=
    <br></div></div></div></div>                                          
</div></body>
</html>=

--_dd740413-25c4-49d2-a55d-46703a2bed48_--

--===============5130125404909328683==
Content-Transfer-Encoding: 7bit
Content-Disposition: inline

_______________________________________________
Archive: http://www.team.net/archive

Healeys@autox.team.net
http://autox.team.net/mailman/listinfo/healeys



--===============5130125404909328683==--