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Thanks Hap. My memory is not what it used to be. Good to see your name pop =
up. Hope all is well.
Aloha
Perry
Sent from Mail for Windows 10
From: Hap Polk
Sent: Tuesday, April 28, 2020 10:37 AM
To: 'Perry'; healeys@autox.team.net
Subject: RE: [Healeys] Oil Additives
Perry,
Ii was a Buick Straight-8 (Fireball 8) engine from 1931 to 1953. The small =
block version, up to 273 cubic inch capacity came with lifters and push rod=
s that could be dropped in a Healey 4-cylinder. The lifters were considerab=
ly lighter, especially if one added an oil drain hole to the lubricate the =
cam and not have to lift a bucket of oil each revolution. The push rods wer=
e slightly larger in diameter and appeared to my eye to be stronger. The Bu=
ick lifter and push rods coupled with Dodge valves and=C2=A0 titanium valve=
spring caps was the hot set up. When joined by an Isky or Crane cam, rumor=
s were a 4-cylider could touch 8,000 rpm for brief moments. I was never abl=
e to verify the 8,000 rpm story told by some Southern California BMC dealer=
s in the late 50s and early 60s. In 1961, I ran the Buick lifters and push =
rods with an Isky =C2=BE race cam in a ported head. My personal rpm limit r=
emained 4,800 rpm. Mid-range torque was improved per my butt meter.
The Healey-Hunter DOHC conversion engine race redline was 7,000 rpm. Their =
cranks were fully polished and ran with lighter pistons and rods. Avoiding =
resonance frequencies, especially around 5,200 rpm was understood. In their=
very limited race life, no crank failures were noted, but rapid cam wear w=
as.=20
Does anyone know what race rpm limit some Healey 4-clynders engines are run=
ning these days with a steel billet crank, lighter internals, and a somewha=
t reinforcing cast aluminum sump?
Hap Polk
100M
From: Healeys <healeys-bounces@autox.team.net> On Behalf Of Perry via Heale=
ys
Sent: Monday, April 27, 2020 6:51 PM
To: Wayne Schultz <waschu2@gmail.com>; healeys@autox.team.net
Subject: Re: [Healeys] Oil Additives
Listers / Wayne
I was thinking about the way the cam lobes are lubricated in the original c=
onfiguration ( stock parts). Please chime in if this is way off.=20
It would seem most of the lubrication comes from the steady drip that comes=
out at the rocker and runs down the pushrod. First the tappets (lifters) g=
et some oil, then passes by the lifter and then on to the cam lobe.=20
The oil dripping from the rocker shaft bushings drips onto the top of the h=
ead and drops through the pushrod holes to the lifter gallery. On some worn=
out engines this is a flood instead of a drip. Then you have the oil fog t=
hat is in the crank case/oil pan area when the engine is running due to the=
squirt of oil coming out of the piston rods big ends. The intent was to oi=
l down the piston bores but coats pretty much everything.
The bucket lifters, which by the way was an old hot rod trick from the earl=
y days of Austin Healeys, using lighter weight lifters out of a straight ei=
ght Oldsmobile (if I remember correctly) and longer pushrods may or may not=
be drilled to allow oil to the cam lobe/lifter face. Some guys used pressu=
rized oil to squirt the interface when the bucket was not drilled. The buck=
et lifters sold years ago that did not have a hole in the lifters had failu=
re problems. A hole was added but the problem with the drilled hole in the =
bucket it could clog and there was little to no lubrication of the cam lobe=
s, thus major wear. =C2=A0
I=E2=80=99m not suggesting that the can lobe failure was caused by a plugge=
d hole in the lifter since I did not work on this engine. But it is a possi=
bility.=20
Perry
Sent from Mail for Windows 10
From: Wayne Schultz
Sent: Monday, April 27, 2020 4:49 PM
To: healeys@autox.team.net
Subject: [Healeys] Oil Additives
Hello everyone, I recently completed=C2=A0a rebuild of the engine in my Hea=
ley 3000. At 48K miles i noticed metal during an oil change. I dropped my o=
il pan and found even more metal and a silver ring in the block that lined =
up with a cam lobe. I had been using Mobil 1 for years and always had good =
oil pressure and a very quiet motor.=C2=A0 I pulled the motor and upon tear=
down I found one bad cam lobe and several lifters that had mild pitting.=C2=
=A0 I thought about how I used my car and came to conclusion=C2=A0 I, rathe=
r than the oil might=C2=A0be=C2=A0the=C2=A0 reason for the cam failure.=C2=
=A0 I drove my car every couple of weeks in nice weather. This is just enou=
gh time for the oil to leave the cam and lifters to drain into the pan. Thi=
s meant the next time I started the engine the cam and lifters=C2=A0might h=
ave been metal on metal.=C2=A0 My new lifters are short bucket lifters with=
a drain hole to lubricate=C2=A0the cam lobes. Now using VR-1 20/50
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--></style></head><body lang=3DEN-US link=3Dblue vlink=3D"#954F72"><div cla=
ss=3DWordSection1><p class=3DMsoNormal>Thanks Hap. My memory is not what it=
used to be. Good to see your name pop up.=C2=A0 Hope all is well.</p><p cl=
ass=3DMsoNormal>Aloha</p><p class=3DMsoNormal>Perry</p><p class=3DMsoNormal=
><o:p> </o:p></p><p class=3DMsoNormal>Sent from <a href=3D"https://go.=
microsoft.com/fwlink/?LinkId=3D550986">Mail</a> for Windows 10</p><p class=
=3DMsoNormal><o:p> </o:p></p><div style=3D'mso-element:para-border-div=
;border:none;border-top:solid #E1E1E1 1.0pt;padding:3.0pt 0in 0in 0in'><p c=
lass=3DMsoNormal style=3D'border:none;padding:0in'><b>From: </b><a href=3D"=
mailto:happolk@cox.net";>Hap Polk</a><br><b>Sent: </b>Tuesday, April 28, 202=
0 10:37 AM<br><b>To: </b><a href=3D"mailto:healeyguy@aol.com";>'Perry'</a>; =
<a href=3D"mailto:healeys@autox.team.net";>healeys@autox.team.net</a><br><b>=
Subject: </b>RE: [Healeys] Oil Additives</p></div><p class=3DMsoNormal><o:p=
> </o:p></p><p class=3DMsoNormal>Perry,<o:p></o:p></p><p class=3DMsoNo=
rmal>Ii was a Buick Straight-8 (Fireball 8) engine from 1931 to 1953. The s=
mall block version, up to 273 cubic inch capacity came with lifters and pus=
h rods that could be dropped in a Healey 4-cylinder. The lifters were consi=
derably lighter, especially if one added an oil drain hole to the lubricate=
the cam and not have to lift a bucket of oil each revolution. The push rod=
s were slightly larger in diameter and appeared to my eye to be stronger. T=
he Buick lifter and push rods coupled with Dodge valves and titanium =
valve spring caps was the hot set up. When joined by an Isky or Crane cam, =
rumors were a 4-cylider could touch 8,000 rpm for brief moments. I was neve=
r able to verify the 8,000 rpm story told by some Southern California BMC d=
ealers in the late 50s and early 60s. In 1961, I ran the Buick lifters and =
push rods with an Isky =C2=BE race cam in a ported head. My personal rpm li=
mit remained 4,800 rpm. Mid-range torque was improved per my butt meter.<o:=
p></o:p></p><p class=3DMsoNormal><o:p> </o:p></p><p class=3DMsoNormal>=
The Healey-Hunter DOHC conversion engine race redline was 7,000 rpm. Their =
cranks were fully polished and ran with lighter pistons and rods. Avoiding =
resonance frequencies, especially around 5,200 rpm was understood. In their=
very limited race life, no crank failures were noted, but rapid cam wear w=
as. <o:p></o:p></p><p class=3DMsoNormal><o:p> </o:p></p><p class=3DMso=
Normal>Does anyone know what race rpm limit some Healey 4-clynders engines =
are running these days with a steel billet crank, lighter internals, and a =
somewhat reinforcing cast aluminum sump?<o:p></o:p></p><p class=3DMsoNormal=
>Hap Polk<o:p></o:p></p><p class=3DMsoNormal>100M<o:p></o:p></p><p class=3D=
MsoNormal><o:p> </o:p></p><div><div style=3D'border:none;border-top:so=
lid #E1E1E1 1.0pt;padding:3.0pt 0in 0in 0in'><p class=3DMsoNormal><b>From:<=
/b> Healeys <healeys-bounces@autox.team.net> <b>On Behalf Of </b>Perr=
y via Healeys<br><b>Sent:</b> Monday, April 27, 2020 6:51 PM<br><b>To:</b> =
Wayne Schultz <waschu2@gmail.com>; healeys@autox.team.net<br><b>Subje=
ct:</b> Re: [Healeys] Oil Additives<o:p></o:p></p></div></div><p class=3DMs=
oNormal><o:p> </o:p></p><p class=3DMsoNormal>Listers / Wayne<o:p></o:p=
></p><p class=3DMsoNormal>I was thinking about the way the cam lobes are lu=
bricated in the original configuration ( stock parts). Please chime in if t=
his is way off. <o:p></o:p></p><p class=3DMsoNormal>It would seem most of t=
he lubrication comes from the steady drip that comes out at the rocker and =
runs down the pushrod. First the tappets (lifters) get some oil, then passe=
s by the lifter and then on to the cam lobe. <o:p></o:p></p><p class=3DMsoN=
ormal>The oil dripping from the rocker shaft bushings drips onto the top of=
the head and drops through the pushrod holes to the lifter gallery. On som=
e worn out engines this is a flood instead of a drip. Then you have the oil=
fog that is in the crank case/oil pan area when the engine is running due =
to the squirt of oil coming out of the piston rods big ends. The intent was=
to oil down the piston bores but coats pretty much everything.<o:p></o:p><=
/p><p class=3DMsoNormal>The bucket lifters, which by the way was an old hot=
rod trick from the early days of Austin Healeys, using lighter weight lift=
ers out of a straight eight Oldsmobile (if I remember correctly) and longer=
pushrods may or may not be drilled to allow oil to the cam lobe/lifter fac=
e. Some guys used pressurized oil to squirt the interface when the bucket w=
as not drilled. The bucket lifters sold years ago that did not have a hole =
in the lifters had failure problems. A hole was added but the problem with =
the drilled hole in the bucket it could clog and there was little to no lub=
rication of the cam lobes, thus major wear. <o:p></o:p></p><p class=
=3DMsoNormal>I=E2=80=99m not suggesting that the can lobe failure was cause=
d by a plugged hole in the lifter since I did not work on this engine. But =
it is a possibility. <o:p></o:p></p><p class=3DMsoNormal>Perry<o:p></o:p></=
p><p class=3DMsoNormal><o:p> </o:p></p><p class=3DMsoNormal>Sent from =
<a href=3D"https://go.microsoft.com/fwlink/?LinkId=3D550986";>Mail</a> for W=
indows 10<o:p></o:p></p><p class=3DMsoNormal><o:p> </o:p></p><div styl=
e=3D'border:none;border-top:solid #E1E1E1 1.0pt;padding:3.0pt 0in 0in 0in'>=
<p class=3DMsoNormal><b>From: </b><a href=3D"mailto:waschu2@gmail.com";>Wayn=
e Schultz</a><br><b>Sent: </b>Monday, April 27, 2020 4:49 PM<br><b>To: </b>=
<a href=3D"mailto:healeys@autox.team.net";>healeys@autox.team.net</a><br><b>=
Subject: </b>[Healeys] Oil Additives<o:p></o:p></p></div><p class=3DMsoNorm=
al><o:p> </o:p></p><div><p class=3DMsoNormal>Hello everyone, I recentl=
y completed a rebuild of the engine in my Healey 3000. At 48K miles i =
noticed metal during an oil change. I dropped my oil pan and found even mor=
e metal and a silver ring in the block that lined up with a cam lobe. I had=
been using Mobil 1 for years and always had good oil pressure and a very q=
uiet motor. I pulled the motor and upon teardown I found one bad cam =
lobe and several lifters that had mild pitting. I thought about how I=
used my car and came to conclusion I, rather than the oil might =
;be the reason for the cam failure. I drove my car every c=
ouple of weeks in nice weather. This is just enough time for the oil to lea=
ve the cam and lifters to drain into the pan. This meant the next time I st=
arted the engine the cam and lifters might have been metal on metal.&n=
bsp; My new lifters are short bucket lifters with a drain hole to lubricate=
the cam lobes. Now using VR-1 20/50<o:p></o:p></p></div><p class=3DMs=
oNormal><o:p> </o:p></p><p class=3DMsoNormal><o:p> </o:p></p><p c=
lass=3DMsoNormal><o:p> </o:p></p></div></body></html>=
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