Sports and Classics still there in Stamford,ct
I get eMails from the every week or so. They have a lot of old New OEM parts.
Regards,
Richard C
> On Dec 30, 2019, at 22:48, Bob Spidell <bspidell@comcast.net> wrote:
>
> Correction: Sintering does not actually melt the metal--in this case
> iron--but uses heat and compression to form shapes.
>
>> On 12/30/2019 7:58 PM, Bob Spidell wrote:
>> [If this is a double-post please disregard, my mail server is acting weird]
>>
>> Well, this is distressing. Using the Torrington thrust bearing would spare
>> the thrust plate, but you'd still get the wear on the gears and stretched
>> timing chain, no? Given this, and the alleged problems with their 'constant
>> clearance worm' steering box I'm beginning to wonder what's up with DWM/R.
>> They race, they have fancy new CNC machines and appear to be profitable; why
>> would they be offering (possibly) defective parts (and advice)?
>>
>> My dad and I rebuilt my BJ8's engine at about 80K miles; I bought most of
>> the parts from Sports&Classics in CT--they still around?--and I bought
>> whatever pump they were selling. I always assumed since it was for a BJ8 it
>> was the gear type, but when I rebuilt the engine again a couple years ago I
>> disassembled the pump; it was the vane type! I had some wear on the pump
>> driveshaft, but it held up for 120K miles, and I'll likely not put more than
>> a few thousand on the new engine/pump in my remaining years. I'm also
>> re-thinking my use of 20W-50 oil (but I have 3 dozen qts. so ...).
>>
>> I know of a problem with aircraft engine oil pumps with 'sintered' gears; I
>> believe this is a method of producing the gears by basically melting iron
>> powder in a mold, anybody know if the gear-type Healey pumps use sintered
>> gears?
>>
>>> On 12/30/2019 5:47 PM, richard mayor wrote:
>>>
>>>
>>> 100/6 rotor style oil pumps were an engineering disaster. While the design
>>> itself is OK, the large physical size of the rotors in the pump creates a
>>> lot of resistance and stress in other engine components. It puts great
>>> pressure and increased wear on the oil pump driveshaft gear and the
>>> camshaft great. This back pressure also results in the camshaft being
>>> driven forward more forcefully into the camshaft thrust plate. It also
>>> stretches the timing chain.
>>>
>>> As this problem became apparent, Austin modified the camshaft thrust plate
>>> with the addition of a circular oil groove. When that was not sufficient
>>> they changed the thrust plate to a bronze type of material with a circular
>>> oil groove. Eventually they replaced the rotor style pump with the gear
>>> style.
>>>
>>> I the photo I have attached, the plate on the left is the stock steel
>>> thrust plate. The middle plate is a late 100/6 bronze style thrust plate.
>>> The thrust plate on the right is the result of using a Denis Welch 100/6
>>> "high volume" oil pump. The cam has ground itself into that thrust plate
>>> about 1/8th inch. Look closely at the oil pump driveshaft in the photo
>>> and you will see that the gears have been sheared off. The gears on a very
>>> expensive Denis Welsh camshaft are also sheared off.
>>>
>>> Calling a 100/6 oil pump a "high volume" pump is like calling a prostitute
>>> a "social worker". They both do the job but the consequences can be tragic.
>>>
>>> My advice: Do not use a 100/6 oil pump. The gear style pumps are more
>>> than adequate. And, don't believe everything you read in the Denis Welch
>>> catalogue.
>>>
>>> If you insist on using the 100/6 oil pump then you should get the
>>> Torrington bearing camshaft thrust plate from Denis Welch as well.
>>>
>>>
>>
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