Bob,
Let me tackle your questions one at a time. I don't think the temp gauge
is
out of calibration, I checked it before installing by dipping the probe in
boiling water. (read 212F) The radiator cap seems to be working correctly also.
When I stop the car and the temp gauge reads 212, the cap will release water
through the overflow tube and I will lose about a half inch of water from the
radiator. The capillary tube is not touching anything in the engine compartment
except the inner fender well that it is fastened to.
The fuel pump was rebuilt at the time of the engine rebuild 2500 miles ago
with a generic kit that I bought at the local British car parts supplier. She
had it on the shelf for 20 years, but it seemed to be in good shape and worked
perfectly with the S.U. carbs. Maybe a rebuild kit of newer vintage will help?
Float level on Holley carb was adjusted per Holley technician from a tech
assistance phone call. Float was in good condition and I rebuilt the carb by
replacing gaskets and a few parts from the rebuild kit.
Yes, I have the low compression engine, but I am running a gallon and one
half of 110 octane leaded racing fuel with every tank. I don't know what this
makes the octane rating mixed with 91 octane pump gas. Maybe I should move to
all racing fuel? (6 bucks a gallon! Yikes!)
I will agree with high temps under the bonnet, but this may be also due to
the fact I have an extra oil scraper ring below the pin on the piston causing
more friction coupled with the fact the supercharger is pumping hot air into the
cylinder and the supercharger case is radiating heat into the engine compartment
with no place to go. Definitely a hostile environment for all moving parts and
hard on the lubricants as well.
I am sincerely trying to solve this problem and have not talked to George
about returning the unit, but I already knew he stands completely behind his
product. I don't think George's Judson is the problem here. Has to be
somewhere
in the possible problems mentioned by Bob above.
Mike MacLean Supercharged 60 Sprite and now thoroughly confused.
"Robert E. Shlafer" wrote:
> OK, Annice, I believe you, '60's octane
> notwithstanding, 'cause I never had a problem with my original 948 but
> then again, I was fastidious about using 100+RON fuels of the period
> (cheap insurance against my then, "Top Gun" driving style), summer
> thermostadts
> or "blanking sleeve" and drained coolant/
> cleaned system twice a year, ran slightly
> "cooler" plugs in summer, timing was always "spot on", etc.
>
> Others not so fastidious did have higher
> temperatures at high speed cruise, than
> I had but not near as high as Mike's 212
> or so.
>
> Now, what do you figure Mike MacLean's
> problem is then?
>
> Temp. gauge out of calibration?
> Radiator not properly done?
> Too hot a thermostadt?
> Incorrect timing at high cruise rpm?
> (function of too low octane?)
> Too lean a mixture " " " ?
> (mechanical fuel pump not up to snuff?)
> Block not completely or properly boiled
> out during overhaul leaving "scale in
> water passages?
> Bad water pump?
>
> Temp. gauge out of calibration (or "tube"
> shorting out on something electrical or
> laying on something hot) notwistanding,
> I am really trying to help Mike out, here.
>
> As the engine sometimes cuts out during
> hard cornering, quits at idle when it's hot,
> etc. along with a tendency to overheat
> in high speed cruise, I am beginning to
> think a combination of high engine compartment heat along with a weak
> mechanical pump (vapor lock?)and too low a fuel level in bowl are
> combining
> to give him all these symtoms.
>
> G. Folchi has offered to accept the return
> of the blower and refund Mike's money
> if he couldn't get the blower to work, when
> Mike originally purchased the blower.
>
> Just spoke to George on this particular
> case today, and he is very upset over this
> as well. Stands by his original word to Mike upon purchase.
>
> Not having the good old leaded octanes
> available (100%) definitely makes the running of Judson's more of a
> challenge
> today then yesterday. Mike has the low
> compression (8.3-1) engine to boot, so
> overheating should be less of a problem
> than the later 8.9-1 motor.
>
> This is very frustrating! Any ideas on
> this?
>
> Cap'n. Bob
> '61 :{)
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> From: Ankitterer@aol.com
> Message-ID: <ea.1b695354.28e39b6c@aol.com>
> Date: Wed, 26 Sep 2001 16:58:20 EDT
> Subject: Re: "Oil Pressure" & "old" overheating problem
> To: PilotRob@webtv.net, spridgets@autox.team.net
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>
> In a message dated 9/26/01 11:06:48 AM, clabaw@jpl.nasa.gov writes:
>
> << At 08:05 PM 9/25/01 -0400, Robert E. Shlafer wrote:
> >
> >Mike, Sprites were never intended for
> >American running conditions, even as they
> >were back in '58, and were definitely not
> >designed to run in hot climates; there is >>
>
> Cap'n Bob: This seems to be "written in stone" now and our experience in the
> '60's proves otherwise. Now the intent may be questionable, but the fact is
> that I drove MY new Bugeye stock between San Diego and Yuma (summer air
> temperature 120 degrees) regularly without overheating incidents. The only
> time I was ever concerned about the Sprite overheating back in those days was
> near a Military fort where Bob was serving as a reservist and the air temp
> was 105. The road was so bad I couldn't drive over about 40, which barely
> kept the engine below boiling. Obviously, we were using 60's oil and high
> octane gasoline (at 30 cents a gallon).
>
> Bob had the Judson installed in HIS car in 1960 and took it on a 3800 road
> trip into Oregon, Washington, Idaho, Utah, and Arizona and back to
> California. Despite 100 degree weather, the car performed beautifully. Of
> course in all of this, the sunburns were legendary. I had a lovely tan
> right around a cross-your-heart bra and through a blouse.
>
> So the next time someone tells you that these cars weren't intended for U.S.
> driving conditions, tell them that may be, but they performed admirably
> anyway. For a couple of years it was the only car we had.
>
> Annice & Bob
> 1960 Bugeye (Mk. IV in disguise)
> 1966 Sprite Mk. III (Still in Boxes)
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