What I should have said was "British car part metallurgy". I didn't
mean impugn the ability of the British metallurgist, just the
manufacturer's execution in the case of some of our engines and heads in
particular, probably due to some of those shortages you mention, or at
least to variable quality control. U.S. manufacturers were no better
then in this regard.
I guess I've had too many experiences with cracked heads, pulled studs,
fractured bearing caps, spalled cylinder walls, broken cranks and cams,
and casting defects with LBCs over the years.
"Dodd, Kelvin" wrote:
>
> > Also, British metallurgy of the '50s and '60s was not all that great,
> > and that was reflected in the quality of their bearings as well. This
> > is apparently why the mechanic said to replace the factory bearings.
>
> Stuart:
>
> I'm not sure if this is the controversy that you intended.
>
> Would you care to qualify that last statement? My father was a
> research Metallurgist in the UK until he moved to the US in 1972. He is
> still working (semi-retired) teaching U.S. manufacturers techniques that
> were common practice in UK industry in the 50s and 60s.
> British and European metallurgical research, was driven by shortages
> of raw materials. During the times when the US was able to squander
> resources in a bigger is better market. Europe was learning how to get the
> most from every material resource. Gray and White Iron casting techniques
> and hardening reached a zenith during the 60s. Techniques that are now
> being used to increase longevity and abrasion resistance of "modern" thin
> wall castings.
>
> regards
>
> Kelvin.
--
Stuart MacMillan
Seattle
'84 Vanagon Westfalia w/2.1
'65 MGB (Driven since 1969)
'74 MGB GT (Restoring)
Assisting on Restoration:
'72 MGB GT (Daughter's)
'64 MGB (Son's)
Parts cars:
'68 & '73 MGB, '67 MGB GT
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