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Hi Mike,
I didn't allow for people who fit the wrong oil pump drive for their cam.=20=
Or the wrong chain on their timing gear. Or fit no rings to their Pistons...=
.
But in this modern world of people who get burnt by coffee, and subsequently=
sue Mc Donald's, let me add...
You need to fit the correct oil pump drive, appropriate to your 12 or 13 too=
th camshaft.=20
And while, theoretically, not having an oil pump drive engaged with your cam=
will theoretically mean you can never wear this gear out, be aware that the=
rest of your engine is now stuffed. ;-)
Best
Chris
P.S.
I reckon the issue with that worn out low mileage old blokes 100/6 oil pump w=
as actually due to some young buck mechanic who revved the date out of it at=
every service. Ferris Bueller Salter - I'm looking at you!!!! :-)
> On 4 Sep 2016, at 12:06 AM, Michael Salter <michaelsalter@gmail.com> wrote=
:
>=20
> Just a second you guys.... there is something missing here.
> It's a long time since I took "Gear Design 101" but a few things that I do=
remember are:
> If the number of teeth on a gear is increased without changing the DP then=
the PCD (Pitch Circle Diameter) increases.
> 2 mating teeth have to have the same DP (Diametric Pitch).
> If the PCD changes then the shaft center-line spacing must change.
> Sooooo.. Installing a cam with an extra tooth on the oil pump drive gear M=
UST require a different oil pump drive spindle or a different block (to alte=
r the shaft center-line spacing) !!!
> B.M.C. knew this because, according to the parts book, prior to C.E.38262 a=
different oil pump drive spindle was used.. This spindle and the cam gear w=
ould almost certainly have had a different DP.
> Therefore... It is quite reasonable that there will be catastrophic conseq=
uences if you change the cam without changing the oil pump drive spindle, th=
ings like rapid gear tooth wear, high friction, excessive end thrust etc....=
sound familiar?
> Conversely ... Installing an early spindle (designed for a 13 tooth cam ge=
ar) on a 12 tooth cam gear will result in extremely poor gear engagement and=
very rapid wear of the teeth of both gears.
> Just sayin'.
>=20
> Michael S
> BN1 #174
>=20
>=20
>> On Fri, Sep 2, 2016 at 9:58 PM, Chris Dimmock <austin.healey@gmail.com> w=
rote:
>> Hi Richard,
>> Totally valid concern, but there is one factor missing. The speed your ca=
mshaft is driving the oil pump.=20
>> I've done a lot of research on oil pumps and cam drives since 1998. I pub=
lished an article - prompted by numerous cam drive/ oil pump gear failures a=
t Bathurst in 1998 and 1999, which I'll dig out.=20
>> I run the DW pump - but I use the later cam with 12 teeth driving the oil=
pump.=20
>> I also run the DW hardened steel cam retaining plate and DW Torrington ca=
m bearing.=20
>> These are all important points which address your concern. =20
>> The big difference is if you use the earlier camshaft with the 13 teeth o=
il pump gear. All the failures I have seen (3 after Bathurst alone) were fro=
m the earlier cams with 13 teeth driving the oil pump. It's the 13 teeth cam=
which is the major issue.=20
>> It's about how fast you are driving the oil pump.=20
>> Here's some background for everyone else for completeness.=20
>> All 6 cylinder C series camshafts have 2 gear drives on them. The gear cl=
osest to the back of the camshaft drives the oil pump. The gear closest to t=
he middle of the camshaft drives the distributor, and the distributor drive g=
ear on the camshaft always has 13 teeth on it=E2=80=A6.
>> But there are 2 variants of the oil pump drive gear on the camshaft.
>> The first is what I'll call the =E2=80=9Csedan=E2=80=9D camshaft. It was t=
ypically used in early model, low revving C Series sedans, 6 cyl A90 and A9=
5=E2=80=99s, and also 100/6's. I=E2=80=99m not sure whether or not it was us=
ed in any 3000=E2=80=99s, or when it changed. This camshaft is relatively ea=
sy to identify, as the gear closest to the back of the camshaft, which drive=
s the oil pump, has 13 teeth on it. So it is the same diameter as the distri=
butor drive gear on the camshaft =E2=80=93 both 13 teeth. Usually, these cam=
s have beautiful lobes and have never been reground. Because they came from a=
low mileage sedan.... That's why racers regrind them & use them...
>> The other camshaft, typically found in later C Series engines and later 6=
cyl Healey's, later Wolseleys etc. (I'll call Healey cam) has 12 teeth to d=
rive the oil pump (and still 13 to drive the distributor). Easily identifiab=
le because the two gears on the camshaft are different diameters. It effecti=
vely drives the oil pump 8% slower than the earlier "sedan" cam at the same r=
evs.=20
>> So I'm guessing your "souvenirs" all have 12 teeth cam drives. Just like a=
ll those that blew up with the same symptoms at Bathurst in 1998 and 1999.=20=
>> Denis Welch explained to us, face to face, the lack of lubrication to the=
cam/ oil pump gear drive issue, at Bathurst in 1998. He even drew a picture=
of how you can tap into an oil drilling in the block, that you thread a pie=
ce of brake line into, to squirt oil directly on the camshaft/ oil pump gear=
s, to keep them lubricated. But he also said - NEVER run a 12 tooth cam/ oil=
pump drive cam over 5,500 rpm - irrespective which oil pump you use - becau=
se 5,500 rpm on that cam is driving the oil pump closer to 6,000=20
>> If you use a standard Healey crankshaft, (so you aren=E2=80=99t going to "=
regularly" rev it over 6,000 rpm) and fit an upgraded oil pump (e.g. the Den=
is Welch hi volume pump) with a sedan 13 tooth cam - you will have huge oil p=
ressure. Because the =E2=80=9Csedan=E2=80=9D cam is driving the oil pump 8.3=
3% faster than the =E2=80=9CHealey=E2=80=9D cam at the same engine revs. =20=
>> And if you rev the engine with a =E2=80=98sedan=E2=80=99 cam at 6,000 or m=
ore for any prolonged length of time, the oil pump gear on the cam will stri=
p and you'll have no oil pressure at all. Because although the engine is pul=
ling 6,000rpm, the oil pump is being worked as if the engine was running at 6=
,500rpm =E2=80=93i.e. 8.3% faster=E2=80=A6 and if you were pulling say 6,40=
0rpm =E2=80=93 the oil pump is being driven as if you were pulling over 6,90=
0 rpm.....
>> The cam gear that drives the oil pump on the C Series engine has very poo=
r lubrication (it=E2=80=99s based on the BMC =E2=80=98splash and drip=E2=80=99=
lubrication theory). There is no pressure fed oil to the two meshed gears =E2=
=80=93 the oil pump drive gear on the cam, and the oil pump drive spindle ge=
ar. So as you rev the engine harder, the =E2=80=9Cdripped and splashed oil=E2=
=80=9D gets thrown off the gears, and they run dry, wearing through the hard=
ening relatively quickly, at sustained high RPM. This process is all dramati=
cally increased if you are running a =E2=80=9Csedan=E2=80=9D cam, as the oil=
pump gear on the cam is driving the oil pump spindle gear 8% faster....
>> You also mentioned the steel camshaft retaining plate failures. Denis Wel=
ch also offers a Hardened steel version of this plate, and a Torrington bear=
ing - which together solve the second issue of wear in this area.=20
>> The ultimate solution is the DW gun drilled cam, which makes the camshaft=
part of the oil gallery, and lubricates under pressure the cam lobes and oi=
l pump drive gear and the distributor drive gear. These didn't become availa=
ble until around 2003.=20
>> We pulled the sump off my engine, and pulled the oil pump, after the nume=
rous Bathurst blow ups in other guys engines from this issue. See http://www=
.myaustinhealey.com/mechanical_restoration.html=20
>> So your concern is valid, Richard, but the missing piece of the issue is t=
he cam gear teeth. Mine is 12. My concern was alleviated after we pulled the=
pump after 3 years driving and some 20 track days.=20
>> A 13 teeth cam drive would definitely be a concern, in an engine revved o=
ver 5,500
>> If anyone is running the earlier 13 teeth cam with a DW pump & Penrite HP=
R they'll have better oil pressure figures than me at the same rpm. :-)
>> Best
>> Chris
>>=20
>> <image1.PNG>
>>=20
>>> On 2 Sep 2016, at 11:30 AM, richard mayor <boyracer466@gmail.com> wrote:=
>>>=20
>>> Chris,
>>>=20
>>> I hate to be negative about your good oil pressure but I fear you may ha=
ve a problem. I am assuming that you have the "high pressure" oil pump from=
DW.
>>>=20
>>>=20
>>> ......... Many of us racers have used the DW "high pressure" oil pumps a=
nd discovered that at some point, all of the teeth on the cam and driving sp=
indles have been ground off to such an extent that we have lost all oil pres=
sure. =20
>>=20
>> _______________________________________________
>> Support Team.Net http://www.team.net/donate.html
>> Suggested annual donation $12.75
>> Archive: http://www.team.net/archive
>> Forums: http://www.team.net/forums
>>=20
>> Healeys@autox.team.net
>> http://autox.team.net/mailman/listinfo/healeys
>>=20
>> Unsubscribe/Manage: http://autox.team.net/mailman/options/healeys/michael=
salter@gmail.com
>=20
>=20
>=20
> --=20
> If you can't fix it with a hammer, you've got an electrical problem.
>=20
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Content-Transfer-Encoding: quoted-printable
<html><head><meta http-equiv=3D"content-type" content=3D"text/html; charset=3D=
utf-8"></head><body dir=3D"auto"><div>Hi Mike,</div><div id=3D"AppleMailSign=
ature">I didn't allow for people who fit the wrong oil pump drive for their c=
am. </div><div id=3D"AppleMailSignature">Or the wrong chain on their ti=
ming gear. Or fit no rings to their Pistons....</div><div id=3D"AppleMailSig=
nature">But in this modern world of people who get burnt by coffee, and subs=
equently sue Mc Donald's, let me add...</div><div id=3D"AppleMailSignature">=
You need to fit the correct oil pump drive, appropriate to your 12 or 13 too=
th camshaft. </div><div id=3D"AppleMailSignature">And while, theoretica=
lly, not having an oil pump drive engaged with your cam will theoretically m=
ean you can never wear this gear out, be aware that the rest of your engine i=
s now stuffed. ;-)</div><div id=3D"AppleMailSignature">Best</div><div i=
d=3D"AppleMailSignature">Chris</div><div id=3D"AppleMailSignature">P.S.</div=
><div id=3D"AppleMailSignature">I reckon the issue with that worn out low mi=
leage old blokes 100/6 oil pump was actually due to some young buck mechanic=
who revved the date out of it at every service. Ferris Bueller Salter - I'm=
looking at you!!!! :-)</div><div><br>On 4 Sep 2016, at 12:06 AM, Michael Sa=
lter <<a href=3D"mailto:michaelsalter@gmail.com";>michaelsalter@gmail.com<=
/a>> wrote:<br><br></div><blockquote type=3D"cite"><div><div dir=3D"ltr">=
<div style=3D"font-family:comic sans ms,sans-serif;font-size:small" class=3D=
"gmail_default">Just a second you guys.... there is something missing here.<=
br></div><div style=3D"font-family:comic sans ms,sans-serif;font-size:small"=
class=3D"gmail_default">It's a long time since I took "Gear Design 101" but=
a few things that I do remember are:<br><ol><li>If the number of teeth on a=
gear is increased without changing the DP then the PCD (Pitch Circle Diamet=
er) increases.</li><li>2 mating teeth have to have the same DP (Diametric Pi=
tch).<br></li><li>If the PCD changes then the shaft center-line spacing must=
change. </li></ol></div><div style=3D"font-family:comic sans ms,sans-serif;=
font-size:small" class=3D"gmail_default"> <u>Sooooo..</u> Installing a c=
am with an extra tooth on the oil pump drive gear MUST require a different o=
il pump drive spindle or a different block (to alter the shaft center-line s=
pacing) !!!<br></div><div style=3D"font-family:comic sans ms,sans-serif;font=
-size:small" class=3D"gmail_default">B.M.C. knew this because, according to t=
he parts book, prior to <span id=3D"gmail-grdProductDetails__ctl133_lblAppli=
cation">C.E.38262 a different oil pump drive spindle was used.. This spindle=
and the cam gear would almost certainly have had a different DP.<br></span>=
</div><div style=3D"font-family:comic sans ms,sans-serif;font-size:small" cl=
ass=3D"gmail_default"><span id=3D"gmail-grdProductDetails__ctl133_lblApplica=
tion"><u>Therefore...</u> It is quite reasonable that there will be catastro=
phic consequences if you change the cam without changing the oil pump drive s=
pindle, things like rapid gear tooth wear, high friction, excessive end thru=
st etc....sound familiar?<br></span></div><div style=3D"font-family:comic sa=
ns ms,sans-serif;font-size:small" class=3D"gmail_default"><span id=3D"gmail-=
grdProductDetails__ctl133_lblApplication"><u>Conversely </u>... Installing a=
n early spindle (designed for a 13 tooth cam gear) on a 12 tooth cam gear wi=
ll result in extremely poor gear engagement and very rapid wear of the teeth=
of both gears.<br></span></div><div style=3D"font-family:comic sans ms,sans=
-serif;font-size:small" class=3D"gmail_default"><span id=3D"gmail-grdProduct=
Details__ctl133_lblApplication">Just sayin'.<br></span></div><div style=3D"f=
ont-family:comic sans ms,sans-serif;font-size:small" class=3D"gmail_default"=
><span id=3D"gmail-grdProductDetails__ctl133_lblApplication"><br>Michael S<b=
r></span></div><div style=3D"font-family:comic sans ms,sans-serif;font-size:=
small" class=3D"gmail_default"><span id=3D"gmail-grdProductDetails__ctl133_l=
blApplication">BN1 #174<br></span></div><div style=3D"font-family:comic sans=
ms,sans-serif;font-size:small" class=3D"gmail_default"><span id=3D"gmail-gr=
dProductDetails__ctl133_lblApplication"><br></span></div></div><div class=3D=
"gmail_extra"><br><div class=3D"gmail_quote">On Fri, Sep 2, 2016 at 9:58 PM,=
Chris Dimmock <span dir=3D"ltr"><<a href=3D"mailto:austin.healey@gmail.c=
om" target=3D"_blank">austin.healey@gmail.com</a>></span> wrote:<br><bloc=
kquote class=3D"gmail_quote" style=3D"margin:0 0 0 .8ex;border-left:1px #ccc=
solid;padding-left:1ex"><div dir=3D"auto"><div><div style=3D"color:rgb(69,6=
9,69);text-decoration:-webkit-letterpress"><span style=3D"background-color:r=
gba(255,255,255,0)">Hi Richard,</span></div><div style=3D"color:rgb(69,69,69=
);text-decoration:-webkit-letterpress">Totally valid concern, but there is o=
ne factor missing. The speed your camshaft is driving the oil pump. </d=
iv><div style=3D"color:rgb(69,69,69);text-decoration:-webkit-letterpress"><s=
pan style=3D"background-color:rgba(255,255,255,0)">I've done a lot of resear=
ch on oil pumps and cam drives since 1998. I published an article - prompted=
by numerous cam drive/ oil pump gear failures at Bathurst in 1998 and 1999,=
which I'll dig out. </span></div><div style=3D"color:rgb(69,69,69);tex=
t-decoration:-webkit-letterpress">I run the DW pump - but I use the later&nb=
sp;cam with 12 teeth driving the oil pump. </div><div style=3D"col=
or:rgb(69,69,69);text-decoration:-webkit-letterpress">I also run the DW hard=
ened steel cam retaining plate and DW Torrington cam bearing. </div><di=
v style=3D"color:rgb(69,69,69);text-decoration:-webkit-letterpress">These ar=
e all important points which address your concern. </div><div style=3D=
"color:rgb(69,69,69);text-decoration:-webkit-letterpress">The big difference=
is if you use the earlier camshaft with the 13 teeth oil pump gear. All the=
failures I have seen (3 after Bathurst alone) were from the earlier cams wi=
th 13 teeth driving the oil pump. It's the 13 teeth cam which is the major i=
ssue. </div><div style=3D"color:rgb(69,69,69);text-decoration:-webkit-l=
etterpress">It's about how fast you are driving the oil pump. </div><di=
v style=3D"color:rgb(69,69,69);text-decoration:-webkit-letterpress"><span st=
yle=3D"background-color:rgba(255,255,255,0)">Here's some background for ever=
yone else for completeness. </span></div><div style=3D"color:rgb(69,69,=
69);text-decoration:-webkit-letterpress"><p class=3D"MsoNormal" style=3D"mar=
gin:0in 0in 0.0001pt"><span style=3D"background-color:rgba(255,255,255,0)">A=
ll 6 cylinder C series camshafts have 2 gear drives on them. The gear closes=
t to the back of the camshaft drives the oil pump. The gear closest to the m=
iddle of the camshaft drives the distributor, and the distributor drive gear=
on the camshaft always has 13 teeth on it=E2=80=A6.<u></u><u></u></span></p=
><p class=3D"MsoNormal" style=3D"margin:0in 0in 0.0001pt"><span style=3D"bac=
kground-color:rgba(255,255,255,0)">But there are 2 variants of the oil pump d=
rive gear on the camshaft.</span></p><p class=3D"MsoNormal" style=3D"margin:=
0in 0in 0.0001pt"><span style=3D"background-color:rgba(255,255,255,0)">The f=
irst is what I'll call the =E2=80=9Csedan=E2=80=9D camshaft. It was typicall=
y used in early model, low revving C Series sedans, 6 cyl A90 and A95=E2=
=80=99s, and also 100/6's. I=E2=80=99m not sure whether or not it was used i=
n any 3000=E2=80=99s, or when it changed. This camshaft is relatively easy t=
o identify, as the gear closest to the back of the camshaft, which drives th=
e oil pump, has 13 teeth on it. So it is the same diameter as the distributo=
r drive gear on the camshaft =E2=80=93 both 13 teeth. Usually, these cams ha=
ve beautiful lobes and have never been reground. Because they came from a lo=
w mileage sedan.... That's why racers regrind them & use them...<u></u><=
u></u></span></p><p class=3D"MsoNormal" style=3D"margin:0in 0in 0.0001pt"><s=
pan style=3D"background-color:rgba(255,255,255,0)">The other camshaft, typic=
ally found in later C Series engines and later 6 cyl Healey's, later Wolsele=
ys etc. (I'll call Healey cam) has 12 teeth to drive the oil pump (and=
still 13 to drive the distributor). Easily identifiable because the two gea=
rs on the camshaft are different diameters. It effectively drives the oil pu=
mp 8% slower than the earlier "sedan" cam at the same revs. </span></p>=
<p class=3D"MsoNormal" style=3D"margin:0in 0in 0.0001pt"><span style=3D"back=
ground-color:rgba(255,255,255,0)">So I'm guessing your "souvenirs" all have 1=
2 teeth cam drives. Just like all those that blew up with the same symptoms a=
t Bathurst in 1998 and 1999. </span></p></div><div style=3D"color:rgb(6=
9,69,69);text-decoration:-webkit-letterpress"><span style=3D"background-colo=
r:rgba(255,255,255,0)">Denis Welch explained to us, face to face, the lack o=
f lubrication to the cam/ oil pump gear drive issue, at Bathurst in 1998. He=
even drew a picture of how you can tap into an oil drilling in the block, t=
hat you thread a piece of brake line into, to squirt oil directly on the cam=
shaft/ oil pump gears, to keep them lubricated. But he also said - NEVER run=
a 12 tooth cam/ oil pump drive cam over 5,500 rpm - irrespective which oil p=
ump you use - because 5,500 rpm on that cam is driving the oil pump closer t=
o 6,000 </span></div><div style=3D"color:rgb(69,69,69);text-decoration:=
-webkit-letterpress"><p class=3D"MsoNormal" style=3D"margin:0in 0in 0.0001pt=
"><span style=3D"background-color:rgba(255,255,255,0)">If you use a standard=
Healey crankshaft, (so you aren=E2=80=99t going to "regularly" rev it over 6=
,000 rpm) and fit an upgraded oil pump (e.g. the Denis Welch hi volume pump)=
with a sedan 13 tooth cam - you will have huge oil pressure. Because the =E2=
=80=9Csedan=E2=80=9D cam is driving the oil pump 8.33% faster than the =E2=80=
=9CHealey=E2=80=9D cam at the same engine revs. <u></u><u></u></s=
pan></p><p class=3D"MsoNormal" style=3D"margin:0in 0in 0.0001pt"><span style=
=3D"background-color:rgba(255,255,255,0)">And if you rev the engine with a =E2=
=80=98sedan=E2=80=99 cam at 6,000 or more for any prolonged length of time, t=
he oil pump gear on the cam will strip and you'll have no oil pressure at al=
l. Because although the engine is pulling 6,000rpm, the oil pump is being wo=
rked as if the engine was running at 6,500rpm =E2=80=93i.e. 8.3% faste=
r=E2=80=A6 and if you were pulling say 6,400rpm =E2=80=93 the oil pump is be=
ing driven as if you were pulling over 6,900 rpm.....<u></u><u></u></span></=
p><p class=3D"MsoNormal" style=3D"margin:0in 0in 0.0001pt"><span style=3D"ba=
ckground-color:rgba(255,255,255,0)">The cam gear that drives the oil pump on=
the C Series engine has very poor lubrication (it=E2=80=99s based on the BM=
C =E2=80=98splash and drip=E2=80=99 lubrication theory). There is no pressur=
e fed oil to the two meshed gears =E2=80=93 the oil pump drive gear on the c=
am, and the oil pump drive spindle gear. So as you rev the engine hard=
er, the =E2=80=9Cdripped and splashed oil=E2=80=9D gets thrown off the gears=
, and they run dry, wearing through the hardening relatively quickly, at sus=
tained high RPM. This process is all dramatically increased if you are runni=
ng a =E2=80=9Csedan=E2=80=9D cam, as the oil pump gear on the cam is driving=
the oil pump spindle gear 8% faster....</span></p></div><div style=3D"color=
:rgb(69,69,69);text-decoration:-webkit-letterpress">You also mentioned the s=
teel camshaft retaining plate failures. Denis Welch also offers a Hardened s=
teel version of this plate, and a Torrington bearing - which together solve t=
he second issue of wear in this area. </div><div style=3D"color:rgb(69,=
69,69);text-decoration:-webkit-letterpress">The ultimate solution is the DW g=
un drilled cam, which makes the camshaft part of the oil gallery, and lubric=
ates under pressure the cam lobes and oil pump drive gear and the distributo=
r drive gear. These didn't become available until around 2003. </div><d=
iv>We pulled the sump off my engine, and pulled the oil pump, after the nume=
rous Bathurst blow ups in other guys engines from this issue. See <a hr=
ef=3D"http://www.myaustinhealey.com/mechanical_restoration.html"; target=3D"_=
blank">http://www.myaustinhealey.<wbr>com/mechanical_restoration.<wbr>html</=
a> </div><div>So your concern is valid, Richard, but the missing piece o=
f the issue is the cam gear teeth. Mine is 12. My concern was alleviated aft=
er we pulled the pump after 3 years driving and some 20 track days. </d=
iv><div>A 13 teeth cam drive would definitely be a concern, in an engine rev=
ved over 5,500</div><div>If anyone is running the earlier 13 teeth cam with a=
DW pump & Penrite HPR they'll have better oil pressure figures than me a=
t the same rpm. :-)</div><div>Best</div><div>Chris</div><br><image1.PNG&g=
t;<br></div><span class=3D""><div><br>On 2 Sep 2016, at 11:30 AM, richard ma=
yor <<a href=3D"mailto:boyracer466@gmail.com"; target=3D"_blank">boyracer4=
66@gmail.com</a>> wrote:<br><br></div></span><blockquote type=3D"cite"><d=
iv dir=3D"ltr"><div><span class=3D""><div><div>Chris,<br><br></div>I hate to=
be negative about your good oil pressure but I fear you may have a problem.=
I am assuming that you have the "high pressure" oil pump from DW.<br>=
<br><br></div></span>......... Many of us racers have used the DW "high pres=
sure" oil pumps and discovered that at some point, all of the teeth on the c=
am and driving spindles have been ground off to such an extent that we have l=
ost all oil pressure. <br></div></div></blockquote><blockquote type=3D=
"cite"><div><span></span><br></div></blockquote></div><br>__________________=
____________<wbr>_________________<br>
Support <a href=3D"http://team.net";>Team.Net</a> <a href=3D"http://www.team.=
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<a href=3D"mailto:Healeys@autox.team.net";>Healeys@autox.team.net</a><br>
<a href=3D"http://autox.team.net/mailman/listinfo/healeys"; rel=3D"noreferrer=
" target=3D"_blank">http://autox.team.net/mailman/<wbr>listinfo/healeys</a><=
br>
<br>
/michaelsalter@gmail.com" rel=3D"noreferrer" target=3D"_blank">http://autox.=
team.net/mailman/<wbr>options/healeys/michaelsalter@<wbr>gmail.com</a><br>
<br>
<br></blockquote></div><br><br clear=3D"all"><br>-- <br><div class=3D"gmail_=
signature" data-smartmail=3D"gmail_signature"><div dir=3D"ltr"><div><div dir=
=3D"ltr"><i><font size=3D"2"><span style=3D"color:black">If you can't fix it=
with a hammer, you've got an electrical problem.</span></font></i><br><br><=
div></div><div></div><div></div></div></div></div></div>
</div>
</div></blockquote></body></html>=
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