Well, I am sure that the oiling solution was part of the problem. The
oil from the crankcase was blackish [engine only ran 15 minutes and it
was a very clear non-detergent 30 weight that went in]. However, oil
from the oil filter was like new -- i.e., it was not being used. The
head showed no evidence of piston to head or valve problems, but number
two cylinder was somewhat scarred and had traces of aluminum [so said
the mechanic, presume that is form the rings?]. Anyway, the issue was
probably hot oil and lack of adequate oiling. I am having him pop that
piston and check the rings, hone the cylinder, examine the bottom end
for any damages [thank god for nitriting], etc. Will now use the oil
hose coming form the oil cooler to feed the Accusump and the external
oil feed to number one.
Does you happen to know, with the screw on oil filter adapter that
includes ports for going to an oil cooler, which line [the top one or
the bottom one at the adapter] is out to the oil cooler and which one
the return?
Chuck
-----Original Message-----
From: Robert M. Lang [mailto:blang@mit.edu]
Sent: Tuesday, March 23, 2004 1:04 PM
To: chuck.arnold@oracle.com
Subject: Re: Motor Probs
Hi,
Looking at your pictures, I'm confused. Why did you set up a pressure
feed
to the #1 main only? Was there a block in the oil gallery in the engine
block?
If _I_ was plumbing this thing and wanted a feed to the #1 main, I'd put
a
"check valve" between where the line comes out of the block and the #1
main.
I have a funny feeling that you are getting some "funky" flow there. If
the
#1 main is hammered (also check the #1 rod bearing because it is fed
from
the # main) then you're getting inadequate oil flow and it'd be related
to
your plumbing job.
As an aside, all the other engines that I've seen plumbed like that have
a
FAT hose and there is a feed to each main bearing gallery _and_ the cam
oil
holes.
Regards,
rml
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