Re: Oiling system history recap and update on the Oldsmobile oil pump conversion
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Packard replacement gears haven't been available in living memory. I bought the last of the Melling rebuild kits for Cadillac V8s and have figured out how to modify the Packard pump body to take the Cadillac gears and shafts. jack vines
Posted on: 4/24 11:02
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Re: Oiling system history recap and update on the Oldsmobile oil pump conversion
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You are replacing the gears and shafts aren't you? jack vines
Posted on: 4/23 18:17
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Re: Oiling system history recap and update on the Oldsmobile oil pump conversion
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It's obvious the shims can't be full gear diameter, or they'd overlap. If the shim is the root diameter of the gear, there's still that space above the meshed gears to leak the pressure. jack vines
Posted on: 4/23 14:34
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Re: Oiling system history recap and update on the Oldsmobile oil pump conversion
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Whoa!! That procedure would just be trading a headache for a stomachache. The low oil pressure doesn't care on which end of the gear the excess clearance exists, only that it does. The only cure for excess end play is removing material from the bottom of the pump body. jack vines
Posted on: 4/23 11:48
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Re: V8 Engine Disassembly, Inspection
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FWIW, we can regrind them. However, it costs almost as much in shop labor to regrind used hydraulic lifters as to buy new. They must be disassembled, with all parts from the same lifter kept together, regrind the lifter, clean all the parts, reassemble the lifter, cycle it in oil with the lifter pliers. If a customer wants his used lifters reground, we'll do the bottom and send them back to him for disassembly, cleaning, reassembly, no warranty expressed or implied. jack vines
Posted on: 4/15 14:19
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Re: V8 Engine Disassembly, Inspection
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Visual inspection of the bottom surface is far more important than the pliers test. A lifter can test OK with the pliers and bottom be too worn to reuse. jack vines
Posted on: 4/15 10:52
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Re: 352 engine FOR SALE
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jack vines
Posted on: 4/14 14:24
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Re: 352 engine FOR SALE
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As to why a forged steel unit is desirable, back seventy years ago, when some were using the Packard V8 in rail job dragsters, the forged steel crankshaft was welded and reground to make a 3.75" to 4" stroker crankshaft. Obviously, that's not a common build today and finding a shop still willing to undertake a welded stroker crankshaft, well, good luck with that. Then, there's the necessary custom forged pistons, roller camshaft and a supercharger. jack vines
Posted on: 4/14 10:55
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Re: Used? 1956 Cam Retainer Plate
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FWIW, these are NLA as new manufacture. We're now having to modify the original part. Works almost as well. Just wanted to let those considering the purchase know this is the last chance to get new production.
jack vines
Posted on: 4/11 9:50
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