<div dir="ltr"><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small">Wow 8000 R.P.M from a 100 engine ... I'd say that is very unlikely!</div><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small">We managed to get a big valve, "S" head, short stroke engine up to 6200 but nothing that we tried, despite hours of dyno work, could produce anything like those revs.</div><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small">Maybe with a very big blower and many spare cranks.<br></div><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small">You can read about our attempts <a href="https://www.netbug.net/blogmichael/2007/03/19/building-a-100r-race-engine/">here.</a></div><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small"><br></div><div class="gmail_default" style="font-family:comic sans ms,sans-serif;font-size:small">M<br></div></div><br><div class="gmail_quote"><div dir="ltr" class="gmail_attr">On Tue, Apr 28, 2020 at 10:45 AM Hap Polk <<a href="mailto:happolk@cox.net">happolk@cox.net</a>> wrote:<br></div><blockquote class="gmail_quote" style="margin:0px 0px 0px 0.8ex;border-left:1px solid rgb(204,204,204);padding-left:1ex"><div lang="EN-US"><div class="gmail-m_-5495931648028490471WordSection1"><p class="MsoNormal">Perry,<u></u><u></u></p><p class="MsoNormal">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 rods that could be dropped in a Healey 4-cylinder. The lifters were considerably 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 were slightly larger in diameter and appeared to my eye to be stronger. The 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 never able to verify the 8,000 rpm story told by some Southern California BMC dealers in the late 50s and early 60s. In 1961, I ran the Buick lifters and push rods with an Isky ¾ race cam in a ported head. My personal rpm limit remained 4,800 rpm. Mid-range torque was improved per my butt meter.<u></u><u></u></p><p class="MsoNormal"><u></u> <u></u></p><p class="MsoNormal">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 was. <u></u><u></u></p><p class="MsoNormal"><u></u> <u></u></p><p class="MsoNormal">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?<u></u><u></u></p><p class="MsoNormal">Hap Polk<u></u><u></u></p><p class="MsoNormal">100M<u></u><u></u></p><p class="MsoNormal"><u></u> <u></u></p><div><div style="border-color:rgb(225,225,225) currentcolor currentcolor;border-style:solid none none;border-width:1pt medium medium;padding:3pt 0in 0in"><p class="MsoNormal"><b>From:</b> Healeys <<a href="mailto:healeys-bounces@autox.team.net" target="_blank">healeys-bounces@autox.team.net</a>> <b>On Behalf Of </b>Perry via Healeys<br><b>Sent:</b> Monday, April 27, 2020 6:51 PM<br><b>To:</b> Wayne Schultz <<a href="mailto:waschu2@gmail.com" target="_blank">waschu2@gmail.com</a>>; <a href="mailto:healeys@autox.team.net" target="_blank">healeys@autox.team.net</a><br><b>Subject:</b> Re: [Healeys] Oil Additives<u></u><u></u></p></div></div><p class="MsoNormal"><u></u> <u></u></p><p class="MsoNormal">Listers / Wayne<u></u><u></u></p><p class="MsoNormal">I was thinking about the way the cam lobes are lubricated in the original configuration ( stock parts). Please chime in if this is way off. <u></u><u></u></p><p class="MsoNormal">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) get some oil, then passes by the lifter and then on to the cam lobe. <u></u><u></u></p><p class="MsoNormal">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 some 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.<u></u><u></u></p><p class="MsoNormal">The bucket lifters, which by the way was an old hot rod trick from the early days of Austin Healeys, using lighter weight lifters 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 face. Some guys used pressurized oil to squirt the interface when the bucket was 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 lubrication of the cam lobes, thus major wear. <u></u><u></u></p><p class="MsoNormal">I’m not suggesting that the can lobe failure was caused by a plugged hole in the lifter since I did not work on this engine. But it is a possibility. <u></u><u></u></p><p class="MsoNormal">Perry<u></u><u></u></p><p class="MsoNormal"><u></u> <u></u></p><p class="MsoNormal">Sent from <a href="https://go.microsoft.com/fwlink/?LinkId=550986" target="_blank">Mail</a> for Windows 10<u></u><u></u></p><p class="MsoNormal"><u></u> <u></u></p><div style="border-color:rgb(225,225,225) currentcolor currentcolor;border-style:solid none none;border-width:1pt medium medium;padding:3pt 0in 0in"><p class="MsoNormal"><b>From: </b><a href="mailto:waschu2@gmail.com" target="_blank">Wayne Schultz</a><br><b>Sent: </b>Monday, April 27, 2020 4:49 PM<br><b>To: </b><a href="mailto:healeys@autox.team.net" target="_blank">healeys@autox.team.net</a><br><b>Subject: </b>[Healeys] Oil Additives<u></u><u></u></p></div><p class="MsoNormal"><u></u> <u></u></p><div><p class="MsoNormal">Hello everyone, I recently 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 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. 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 couple of weeks in nice weather. This is just enough time for the oil to leave the cam and lifters to drain into the pan. This meant the next time I started the engine the cam and lifters might have been metal on metal. My new lifters are short bucket lifters with a drain hole to lubricate the cam lobes. Now using VR-1 20/50<u></u><u></u></p></div><p class="MsoNormal"><u></u> <u></u></p><p class="MsoNormal"><u></u> <u></u></p></div></div>_______________________________________________<br>
Support Team.Net <a href="http://www.team.net/donate.html" rel="noreferrer" target="_blank">http://www.team.net/donate.html</a><br>
Suggested annual donation $12.75<br>
<br>
Archive: <a href="http://www.team.net/pipermail/healeys" rel="noreferrer" target="_blank">http://www.team.net/pipermail/healeys</a> <a href="http://autox.team.net/archive" rel="noreferrer" target="_blank">http://autox.team.net/archive</a><br>
<br>
<a href="mailto:Healeys@autox.team.net" target="_blank">Healeys@autox.team.net</a><br>
<a href="http://autox.team.net/mailman/listinfo/healeys" rel="noreferrer" target="_blank">http://autox.team.net/mailman/listinfo/healeys</a><br>
<br>
Unsubscribe/Manage: <a href="http://autox.team.net/mailman/options/healeys/michaelsalter@gmail.com" rel="noreferrer" target="_blank">http://autox.team.net/mailman/options/healeys/michaelsalter@gmail.com</a><br>
<br>
</blockquote></div>