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Hi Jim.=20
Technically, there is no gold inside Healey engines, but when you look at th=
e price of some engine rebuilds, you'd swear there should be! ;-)
If there's brass in the oil, and dropping oil pressure, pull the rocker (val=
ve) cover off and see if the rocker bushes have failed. That's the only bras=
s I can think of that affects oil pressure.=20
There are brass little end bearings, but they won't affect oil pressure.=20
So first place I'd Look is inside the rocker cover. If you can spin the engi=
ne over, with the rocker cover off, then you can do the "how far does oil s=
quirt" test. Don't wear a nice shirt.=20
Good luck Jim
Best
Chris
> On 9 Sep 2016, at 2:48 AM, Jim Frakes <JimFrakes@frakes-eng.com> wrote:
>=20
> Gents,
> Two weeks ago I lost an engine in my BJ8. The OEW BJ8 I have had for sever=
al years and it was getting tired. Engine ran fine, just the car need to hav=
e a complete restoration.
> It just was starting to look ratty after 22 years. I picked up the red one=
up to use while the OEW was under way.
> Reportedly, the P.O. said the P.P.O. had the engine rebuilt by Healey Sur=
geons, but not sure when.
> It looked very good, ran good, 60 PSI oil pressure, but needed a rebuilt t=
ranny, which I replaced. After two years on the road and about 4,000 miles,
> In late HOT, MUGGY, July, after about 300 miles of pretty hard driving (no=
t racing), I noticed the oil PSI dropped to 50, Within another 100 miles, to=
40, then within less than 50 miles, to 30.
> We Shut it down and went for the trailer. Dipstick showed fine Gold flakes=
. Dropping the pan, it was full of gold but none I could sell. To my surpris=
e, there was a DW Pump.
> After reading the thread, I suspect it may be the cause. We have not torn i=
t down all the way yet as I spent the time replacing the engine with another=
that was ready to go.
> All that being said, I will get to the tear down in early October, hopeful=
ly.
> As I understand, I am looking for the type of pump designation, rotary or g=
ear; looking for the number of teeth on the cam 12 or 13, looking for excess=
wear on the gear teeth and the thrust washer.
> Anything else to look for?
> =20
> Jim
> =20
> From: Healeys [mailto:healeys-bounces@autox.team.net] On Behalf Of Chris D=
immock
> Sent: Friday, September 02, 2016 9:59 PM
> To: richard mayor
> Cc: healeys
> Subject: Re: [Healeys] Oil pressure in a BJ8
> =20
> Hi Richard,
> Totally valid concern, but there is one factor missing. The speed your cam=
shaft is driving the oil pump.=20
> I've done a lot of research on oil pumps and cam drives since 1998. I publ=
ished an article - prompted by numerous cam drive/ oil pump gear failures at=
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 p=
ump.=20
> I also run the DW hardened steel cam retaining plate and DW Torrington cam=
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 oi=
l pump gear. All the failures I have seen (3 after Bathurst alone) were from=
the earlier cams with 13 teeth driving the oil pump. It's the 13 teeth cam w=
hich 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 clo=
sest to the back of the camshaft drives the oil pump. The gear closest to th=
e 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 c=
yl Healey's, later Wolseleys etc. (I'll call Healey cam) has 12 teeth to dr=
ive the oil pump (and still 13 to drive the distributor). Easily identifiabl=
e because the two gears on the camshaft are different diameters. It effectiv=
ely 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 c=
am/ oil pump gear drive issue, at Bathurst in 1998. He even drew a picture o=
f how you can tap into an oil drilling in the block, that you thread a piece=
of brake line into, to squirt oil directly on the camshaft/ oil pump gears,=
to keep them lubricated. But he also said - NEVER run a 12 tooth cam/ oil p=
ump drive cam over 5,500 rpm - irrespective which oil pump you use - because=
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 poor=
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 Welc=
h also offers a Hardened steel version of this plate, and a Torrington beari=
ng - 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 p=
art of the oil gallery, and lubricates under pressure the cam lobes and oil p=
ump drive gear and the distributor drive gear. These didn't become available=
until around 2003.=20
> We pulled the sump off my engine, and pulled the oil pump, after the numer=
ous 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 ov=
er 5,500
> If anyone is running the earlier 13 teeth cam with a DW pump & Penrite HPR=
they'll have better oil pressure figures than me at the same rpm. :-)
> Best
> Chris
>=20
> <image005.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 have=
a problem. I am assuming that you have the "high pressure" oil pump from D=
W.
>=20
>=20
> ......... Many of us racers have used the DW "high pressure" oil pumps and=
discovered that at some point, all of the teeth on the cam and driving spin=
dles have been ground off to such an extent that we have lost all oil pressu=
re. =20
> =20
> CONFIDENTIALITY NOTICE=20
> The information contained in this e-mail is intended only for the use of t=
he individual or entity to which it is addressed and it may contain informat=
ion that is privileged or confidential. If the reader of this message is not=
the intended recipient (or the employee or agent responsible to deliver it t=
o the intended recipient), you are hereby notified that any dissemination, d=
istribution, or copying of this communication is prohibited. If you have rec=
eived this e-mail in error, please notify us by telephone at the number list=
ed above or by return e-mail.
>=20
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<html><head><meta http-equiv=3D"content-type" content=3D"text/html; charset=3D=
utf-8"></head><body dir=3D"auto"><div>Hi Jim. </div><div id=3D"AppleMai=
lSignature">Technically, there is no gold inside Healey engines, but when yo=
u look at the price of some engine rebuilds, you'd swear there should be! ;-=
)</div><div id=3D"AppleMailSignature">If there's brass in the oil, and dropp=
ing oil pressure, pull the rocker (valve) cover off and see if the rocker bu=
shes have failed. That's the only brass I can think of that affects oil pres=
sure. </div><div id=3D"AppleMailSignature">There are brass little end b=
earings, but they won't affect oil pressure. </div><div id=3D"AppleMail=
Signature">So first place I'd Look is inside the rocker cover. If you can sp=
in the engine over, with the rocker cover off, then you can do the "ho=
w far does oil squirt" test. Don't wear a nice shirt. </div><div id=3D"=
AppleMailSignature">Good luck Jim</div><div id=3D"AppleMailSignature">Best</=
div><div id=3D"AppleMailSignature">Chris</div><div><br>On 9 Sep 2016, at 2:4=
8 AM, Jim Frakes <<a href=3D"mailto:JimFrakes@frakes-eng.com";>JimFrakes@f=
rakes-eng.com</a>> wrote:<br><br></div><blockquote type=3D"cite"><div><me=
ta http-equiv=3D"Content-Type" content=3D"text/html; charset=3Dutf-8"><meta n=
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</o:shapelayout></xml><![endif]--> <meta name=3D"application-name" content=3D=
"gfidisc.frakes-eng.com "> <div class=3D"WordSection1"><p class=3D"MsoNormal=
"><span style=3D"font-size:11.0pt;font-family:"Calibri","sans=
-serif";color:#1F497D">Gents, <o:p></o:p></span></p><p class=3D"MsoNorm=
al"><span style=3D"font-size:11.0pt;font-family:"Calibri","sa=
ns-serif";color:#1F497D">Two weeks ago I lost an engine in my BJ8. The O=
EW BJ8 I have had for several years and it was getting tired. Engine ran fin=
e, just the car need to have a complete restoration. <o:p></o:p></span></p><=
p class=3D"MsoNormal"><span style=3D"font-size:11.0pt;font-family:"Cali=
bri","sans-serif";color:#1F497D">It just was starting to look=
ratty after 22 years. I picked up the red one up to use while the OEW was u=
nder way. <o:p></o:p></span></p><p class=3D"MsoNormal"><span style=3D"font-s=
ize:11.0pt;font-family:"Calibri","sans-serif";color:#1F4=
97D"> Reportedly, the P.O. said the P.P.O. had the engine rebuilt by He=
aley Surgeons, but not sure when. <o:p></o:p></span></p><p class=3D"MsoNorma=
l"><span style=3D"font-size:11.0pt;font-family:"Calibri","san=
s-serif";color:#1F497D">It looked very good, ran good, 60 PSI oil press=
ure, but needed a rebuilt tranny, which I replaced. After two years on the r=
oad and about 4,000 miles, <o:p></o:p></span></p><p class=3D"MsoNormal"><spa=
n style=3D"font-size:11.0pt;font-family:"Calibri","sans-serif=
";color:#1F497D">In late HOT, MUGGY, July, after about 300 miles of pre=
tty hard driving (not racing), I noticed the oil PSI dropped to 50, Within a=
nother 100 miles, to 40, then within less than 50 miles, to 30. <o:p></o:p><=
/span></p><p class=3D"MsoNormal"><span style=3D"font-size:11.0pt;font-family=
:"Calibri","sans-serif";color:#1F497D">We Shut it down a=
nd went for the trailer. Dipstick showed fine Gold flakes. Dropping the pan,=
it was full of gold but none I could sell. To my surprise, there was a DW P=
ump. <o:p></o:p></span></p><p class=3D"MsoNormal"><span style=3D"font-size:1=
1.0pt;font-family:"Calibri","sans-serif";color:#1F497D">=
After reading the thread, I suspect it may be the cause. We have not torn it=
down all the way yet as I spent the time replacing the engine with another t=
hat was ready to go. <o:p></o:p></span></p><p class=3D"MsoNormal"><span styl=
e=3D"font-size:11.0pt;font-family:"Calibri","sans-serif"=
;color:#1F497D">All that being said, I will get to the tear down in early Oc=
tober, hopefully. <o:p></o:p></span></p><p class=3D"MsoNormal"><span style=3D=
"font-size:11.0pt;font-family:"Calibri","sans-serif";col=
or:#1F497D">As I understand, I am looking for the type of pump designation, r=
otary or gear; looking for the number of teeth on the cam 12 or 13, looking f=
or excess wear on the gear teeth and the thrust washer. <o:p></o:p></span></=
p><p class=3D"MsoNormal"><span style=3D"font-size:11.0pt;font-family:"C=
alibri","sans-serif";color:#1F497D">Anything else to look for=
? <o:p></o:p></span></p><p class=3D"MsoNormal"><span style=3D"font-size:11.0=
pt;font-family:"Calibri","sans-serif";color:#1F497D"><o:=
p> </o:p></span></p><div><p class=3D"MsoNormal"><span style=3D"font-siz=
e:11.0pt;font-family:"Calibri","sans-serif";color:#1F497=
D">Jim <o:p></o:p></span></p></div><p class=3D"MsoNormal"><span style=3D"fon=
t-size:11.0pt;font-family:"Calibri","sans-serif";color:#=
1F497D"><o:p> </o:p></span></p><div><div style=3D"border:none;border-to=
p:solid #B5C4DF 1.0pt;padding:3.0pt 0in 0in 0in"><p class=3D"MsoNormal"><b><=
span style=3D"font-size:10.0pt;font-family:"Tahoma","sans-ser=
if"">From:</span></b><span style=3D"font-size:10.0pt;font-family:"=
Tahoma","sans-serif""> Healeys [<a href=3D"mailto:healeys-bou=
nces@autox.team.net">mailto:healeys-bounces@autox.team.net</a>] <b>On Behalf=
Of </b>Chris Dimmock<br><b>Sent:</b> Friday, September 02, 2016 9:59 PM<br>=
<b>To:</b> richard mayor<br><b>Cc:</b> healeys<br><b>Subject:</b> Re: [Heale=
ys] Oil pressure in a BJ8<o:p></o:p></span></p></div></div><p class=3D"MsoNo=
rmal"><o:p> </o:p></p><div><div><p class=3D"MsoNormal"><span style=3D"c=
olor:#454545">Hi Richard,<o:p></o:p></span></p></div><div><p class=3D"MsoNor=
mal"><span style=3D"color:#454545">Totally valid concern, but there is one f=
actor missing. The speed your camshaft is driving the oil pump. <o:p></=
o:p></span></p></div><div><p class=3D"MsoNormal"><span style=3D"color:#45454=
5">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. <o:p></o:p></span></p>=
</div><div><p class=3D"MsoNormal"><span style=3D"color:#454545">I run the DW=
pump - but I use the later cam with 12 teeth driving the oil pump=
. <o:p></o:p></span></p></div><div><p class=3D"MsoNormal"><span style=3D=
"color:#454545">I also run the DW hardened steel cam retaining plate and DW T=
orrington cam bearing. <o:p></o:p></span></p></div><div><p class=3D"Mso=
Normal"><span style=3D"color:#454545">These are all important points which a=
ddress your concern. <o:p></o:p></span></p></div><div><p class=3D"MsoN=
ormal"><span style=3D"color:#454545">The big difference is if you use the ea=
rlier camshaft with the 13 teeth oil pump gear. All the failures I have seen=
(3 after Bathurst alone) were from the earlier cams with 13 teeth driving t=
he oil pump. It's the 13 teeth cam which is the major issue. <o:p></o:p=
></span></p></div><div><p class=3D"MsoNormal"><span style=3D"color:#454545">=
It's about how fast you are driving the oil pump. <o:p></o:p></span></p=
></div><div><p class=3D"MsoNormal"><span style=3D"color:#454545">Here's some=
background for everyone else for completeness. <o:p></o:p></span></p><=
/div><div><p class=3D"MsoNormal"><span style=3D"color:#454545">All 6 cylinde=
r C series camshafts have 2 gear drives on them. The gear closest to the bac=
k of the camshaft drives the oil pump. The gear closest to the middle of the=
camshaft drives the distributor, and the distributor drive gear on the cams=
haft always has 13 teeth on it=E2=80=A6. <o:p></o:p></span></p><p class=3D"M=
soNormal"><span style=3D"color:#454545">But there are 2 variants of the oil p=
ump drive gear on the camshaft.<o:p></o:p></span></p><p class=3D"MsoNormal">=
<span style=3D"color:#454545">The first is what I'll call the =E2=80=9Csedan=
=E2=80=9D camshaft. It was typically used in early model, low revving C Seri=
es sedans, 6 cyl A90 and A95=E2=80=99s, and also 100/6's. I=E2=80=99m n=
ot sure whether or not it was used in any 3000=E2=80=99s, or when it changed=
. This camshaft is relatively easy to identify, as the gear closest to the b=
ack of the camshaft, which drives the oil pump, has 13 teeth on it. So it is=
the same diameter as the distributor drive gear on the camshaft =E2=80=93 b=
oth 13 teeth. Usually, these cams have beautiful lobes and have never been r=
eground. Because they came from a low mileage sedan.... That's why racers re=
grind them & use them... <o:p></o:p></span></p><p class=3D"MsoNormal"><s=
pan style=3D"color:#454545">The other camshaft, typically found in later C S=
eries engines and later 6 cyl Healey's, later Wolseleys etc. (I'll cal=
l Healey cam) has 12 teeth to drive the oil pump (and still 13 to drive the d=
istributor). Easily identifiable because the two gears on the camshaft are d=
ifferent diameters. It effectively drives the oil pump 8% slower than the ea=
rlier "sedan" cam at the same revs. <o:p></o:p></span></p><p class=3D"M=
soNormal"><span style=3D"color:#454545">So I'm guessing your "souvenirs" all=
have 12 teeth cam drives. Just like all those that blew up with the same sy=
mptoms at Bathurst in 1998 and 1999. <o:p></o:p></span></p></div><div><=
p class=3D"MsoNormal"><span style=3D"color:#454545">Denis Welch explained to=
us, face to face, the lack of lubrication to the cam/ oil pump gear drive i=
ssue, 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 piece of brake line into, to s=
quirt oil directly on the camshaft/ oil pump gears, to keep them lubricated.=
But he also said - NEVER run a 12 tooth cam/ oil pump drive cam over 5,500 r=
pm - irrespective which oil pump you use - because 5,500 rpm on that cam is d=
riving the oil pump closer to 6,000 <o:p></o:p></span></p></div><div><p=
class=3D"MsoNormal"><span style=3D"color:#454545">If you use a standard Hea=
ley crankshaft, (so you aren=E2=80=99t going to "regularly" rev it over 6,00=
0 rpm) and fit an upgraded oil pump (e.g. the Denis Welch hi volume pump) wi=
th 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=9C=
Healey=E2=80=9D cam at the same engine revs. <o:p></o:p></span><=
/p><p class=3D"MsoNormal"><span style=3D"color:#454545">And if you rev the e=
ngine with a =E2=80=98sedan=E2=80=99 cam at 6,000 or more for any prolonged l=
ength of time, the oil pump gear on the cam will strip and you'll have no oi=
l pressure at all. Because although the engine is pulling 6,000rpm, the oil p=
ump is being worked as if the engine was running at 6,500rpm =E2=80=93i.e.&n=
bsp; 8.3% faster=E2=80=A6 and if you were pulling say 6,400rpm =E2=80=93 the=
oil pump is being driven as if you were pulling over 6,900 rpm..... <o:p></=
o:p></span></p><p class=3D"MsoNormal"><span style=3D"color:#454545">The cam g=
ear that drives the oil pump on the C Series engine has very poor lubricatio=
n (it=E2=80=99s based on the BMC =E2=80=98splash and drip=E2=80=99 lubricati=
on theory). There is no pressure fed oil to the two meshed gears =E2=80=93 t=
he oil pump drive gear on the cam, and the oil pump drive spindle gear. So a=
s 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 hardeni=
ng relatively quickly, at sustained high RPM. This process is all dramatical=
ly increased if you are running a =E2=80=9Csedan=E2=80=9D cam, as the oil pu=
mp gear on the cam is driving the oil pump spindle gear 8% faster....<o:p></=
o:p></span></p></div><div><p class=3D"MsoNormal"><span style=3D"color:#45454=
5">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. <o:p>=
</o:p></span></p></div><div><p class=3D"MsoNormal"><span style=3D"color:#454=
545">The ultimate solution is the DW gun drilled cam, which makes the camsha=
ft part of the oil gallery, and lubricates under pressure the cam lobes and o=
il pump drive gear and the distributor drive gear. These didn't become avail=
able until around 2003. <o:p></o:p></span></p></div><div><p class=3D"Ms=
oNormal">We pulled the sump off my engine, and pulled the oil pump, after th=
e numerous Bathurst blow ups in other guys engines from this issue. See =
;<a href=3D"http://www.myaustinhealey.com/mechanical_restoration.html";>http:=
//www.myaustinhealey.com/mechanical_restoration.html</a> <o:p></o:p></p=
></div><div><p class=3D"MsoNormal">So your concern is valid, Richard, but th=
e missing piece of the issue is the cam gear teeth. Mine is 12. My concern w=
as alleviated after we pulled the pump after 3 years driving and some 20 tra=
ck days. <o:p></o:p></p></div><div><p class=3D"MsoNormal">A 13 teeth ca=
m drive would definitely be a concern, in an engine revved over 5,500<o:p></=
o:p></p></div><div><p class=3D"MsoNormal">If anyone is running the earlier 1=
3 teeth cam with a DW pump & Penrite HPR they'll have better oil pressur=
e figures than me at the same rpm. :-)<o:p></o:p></p></div><div><p class=3D"=
MsoNormal">Best<o:p></o:p></p></div><div><p class=3D"MsoNormal">Chris<o:p></=
o:p></p></div><p class=3D"MsoNormal"><br><image005.png><o:p></o:p></p>=
</div><div><p class=3D"MsoNormal" style=3D"margin-bottom:12.0pt"><br>On 2 Se=
p 2016, at 11:30 AM, richard mayor <<a href=3D"mailto:boyracer466@gmail.c=
om">boyracer466@gmail.com</a>> wrote:<o:p></o:p></p></div><blockquote sty=
le=3D"margin-top:5.0pt;margin-bottom:5.0pt"><div><div><div><div><p class=3D"=
MsoNormal" style=3D"margin-bottom:12.0pt">Chris,<o:p></o:p></p></div><p clas=
s=3D"MsoNormal" style=3D"margin-bottom:12.0pt">I hate to be negative about y=
our 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><o:p></o:p></p><=
/div><p class=3D"MsoNormal">......... Many of us racers have used the DW "hi=
gh pressure" oil pumps and discovered that at some point, all of the teeth o=
n the cam and driving spindles have been ground off to such an extent that w=
e have lost all oil pressure. <o:p></o:p></p></div></div></blockquote>=
<blockquote style=3D"margin-top:5.0pt;margin-bottom:5.0pt"><div><p class=3D"=
MsoNormal"><o:p> </o:p></p></div></blockquote></div><p class=3D"gfidisc=
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