Simon,
THE CRANK LADDER IS DIE CAST IN LM24, AND ALTHOUGH THERE ARE SHUT LINES IN THE OIL FEEDS TO THE MAINS WHICH SHOULD ALWAYS BE DRILLED OUT, THE CHANCES OF BLOCKAGE ARE REMOTE - BECAUSE IT IS NOT AN INVESTMENT CASTING. WERE THESE OILWAYS ‘APPALLING’ THERE WOULD BE ANY NUMBER OF STOCK ENGINES FAILING.
Both the crank ladder and block oilways can be dire. Especially the block oilways under the shell. As you know we are not talking here about the ability of the stock engine to survive marginal oiling, we are talking about engines with twice the bearing loads and much higher crank speeds, your comments dont make sense. Very often the oil feeds are misaligned with their intended target quite significantly due to casting/machiningg shift in more than one dimension, this seriously compromises the delivery of oil, if this afflicts mains 2 & 4 where delivery requirement is much higher then it is too risky to leave the misaligned oilway on the basis that it was OK on a standard engine, it must be corrected.
The feeds from the ladder are usually 2-3 times the cross sectional area of the oilways that they meet in the block. These also need correction. You don’t need a blockage to have a failure, you just need the oiling to fall slightly below the minimum requirement.
CLEARLY THAT IS NOT THE CASE AND PRESUMABLY THIS BLOCK RAN WITHOUT PUTTING THE RODS THROUGH THE BLOCK BEFORE YOU REBUILT IT?
Err… pardon? before who rebuilt it? There is clearly a problem with that engine no question, I will not comment any more. Simply to state that I rebuilt it after the failure, since the block was scrap I cant comment on the condition of the oilways, but in my experience many of them are dire and in need of attention. and I’ve seen a lot more of them than you have.
The stock pumps PRV is set quite high and is always checked for correct seating. .
THE STOCK PRESSURE RELIEF VALVE SHOULD ALWAYS BE REPLACED
In your opinion
, PARTICULARLY ON AN ENGINE CONVERTED TO MECHANICAL TAPPETS [IN WHICH CASE THE OILING TO THE HEAD SHOULD BE MODIFIED - ALTHOUGH THAT IS NOT SOMETHING I HAVE SEEN ON ANY OF THE DVA HEADS I HAVE HERE] WITH AN ADJUSTABLE RELIEF VALVE SO THE OIL PRESSURE CAN BE SET.
I dont believe that it is absolutely necessary, I will sometimes restrict the oilways to the followers which are vestigal. And sometimes fit a restrictor to the oil feed from the pump.
A GOOD DRY SUMP SHOULD ALSO HAVE A PRESSURE ADJUSTMENT. DO I TAKE IT THIS ENGINE DID NOT? MAY I TAKE IT THAT THE DRY SUMP WAS THE STD CATERHAM /TITAN SET UP? - WHICH IS SO POOR IT SHOULD BE DUMPED IN FAVOUR OF AT LEAST A BAFFLED WET SUMP , WITHOUT QUESTION.
Simon, just what has that got to do with anything? As I said I will be giving no more details about the engine since I dont believe it is my place to be discussing details of it’s original build without due reference to the original builders.
You really ought to do your research before advocating a baffled sump without knowing the details of the installation. Anyone who knows anything about the Caterham sump would find your suggestion of fitted a baffled sump in preferene to any dry sump setup laughable.
HOWEVER HAD THE PUMP BEEN THE ISSUE IN THIS CASE ALL PINS AND MAINS WOULD HAVE SUFFERED. CLEARLY THIS IS AN ISSUE WITH ONLY NO 2 AND 1 PINS WHICH SHOULD BOTH BE FED FROM NO 2 MAINS.
You get the prize for stating the bleedin’ obvious.
THERE WOULD SEEM TO BE A PROBLEM WITH THE BUILD OR THE CRANK???
You get the prize for stating the bleedin’ obvious once again.
Dave
