On Tue, 15 Apr 1997 12:44:29 EDT dmeadow@juno.com writes:
>One answer I did not like was the following:
>
>> ..... 235-940. That one had a design defect, didn't seal correctly
internally to the engine block, and would bypass oil without being
filtered. Moss discovered the problem and stopped selling it shortly
thereafter.
>
>I bought my spin-on conversion kit about the same time (I think, I'll
have to check my records tonight). How do I know if I have the defective
one?
The earlier defective one had a round boss (pilot diameter) on top about
1 inch diameter with an O-ring to seal it to something, I think the
original filter mount was retained in place. The boss was too short and
didn't quite reach the mating part. I tried stacking two fat O-rings on
the boss to seal it, but the pressure blew the O-rings out of place
because they were not properly captured. By design, oil entered the
adapter housing via the normal external connector pipe. Incoming oil
filled the doughnut shaped area in the adapter housing and flowed into
the filter through several holes in a circle similar to what you see on
the filter itself. Oil coming out of the filter was supposed to flow
through the center boss into the block. At this point the center boss
was not properly fitted to the mating part, allowing oil to bypass the
filter.
I just purchased and installed the current model of 235-940 adapter for
my new engine. This new adapter looks a lot like the original filter
mount (which is removed) and fits in place of it. Looking at the top or
bottom of the adapter, it has one hole through the center but is
otherwise closed off. Oil enters through the side from the original
external pipe or hose and is ported downwards to the bottom side of the
adapter where it can enter the filter inlet. There is a center bolt
which screws into the engine block to mount the adapter. The filter
screws onto the bottom end of this center bolt. The center bolt is
drilled in such a way as to port the oil coming out of the center of the
filter to the upper side of the adapter where it enters the engine block.
Nice design, just one original square section O-ring to mount it to the
block. Once it's mounted you never disturb the O-ring again.
Notice that this 235-940 adapter does not have a built-in pressure relief
valve like the original filter mount, so you should use a filter with an
internal relief valve. So, use the same filter specified for the
inverted mount., filter 235-960 or equal, see prior post for cross
references.
>> ..... The original MGA oil filter setup DOES have a pressure relief
valve built into the filter mounting head (the part where the external
pipe connects).
>
>My car is a MkII that came with an oil cooler. The filter head was not
replaced in the process of conversion, rather the bolt goes through the
block that came with the kit and then through the filter head, where the
external oil line attaches. This thing is a real pain to get right
because you've got to get all three items lined up properly. In the
filter head there is a spring thingy. Is this the original relief valve?
Yes, that's the relief valve. And you have my condolences. The new
spin-on adapter 235-940 is one piece with one permanently installed
O-ring and no relief valve, and replaces all of your existing parts. Be
sure to use a spin-on filter with an internal relief valve.
>Sorry to be obtuse, but what really does the rubber check valve look
like? Can you see that it is there just if there is rubber material
underneath those holes? Can you push on it with a pen or something to
make it flex?
Correct. It looks like a flat piece of rubber blocking all the holes
from the inside. It should move a bit if you poke at it with a pencil.
Fear not for your ego. The only stupid question is the one not asked.
Barney Gaylord
1958 MGA
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