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Camshaft

Posted: Sun Aug 26, 2018 8:18 am
by ian thomson
Many thanks to those who helped with my XPAG piston query.  Following your advice I have decided to replace the pistons without needing a rebore or a crank regrind.  The piston rings are clearly badly worn even though the piston is otherwise fine to look at.  The big problem in making the decision not to do any machining was the perennial problem with these engines whereby, in spite of being a metric engine, over and underbores are often quoted in 'thous or even a combination of metric and imperial.  Even Sherrell having given the warning about this problem still gives crank regrinds in metric but reverts to imperial for the bore oversizes (sorry Mike) on page 135.  With the shells and pistons being manufactured in 'thous it strikes me that there is bound to be a built in tolerance to add to the mix if metric is used for the machining.  This is especially true for the crank as the machinist will simply bore to the piston size. Add to this the factory figures which only went as far as 40 thou whereby we are nowadays going over that and the tendency to quote them as 1st or 2nd over/underbore etc. or even describe them as A,B, C etc. and you can see the problem.  Well I found it all very confusing anyway and took a few days and the borrowing of accurate tools and multiple measurings and calculations to decide that my clearances weren't as bad as I originally thought.  I hope I am not just seeing what I want to see.  Having got that out of the way I wonder if I can ask another question?  Is there any problem with having what feels like a significant amount of camshaft end float?  It's in the workshop at the moment and it's raining here (typical bank holiday in UK) so I'm not going out to measure it.  It seems to be constrained by the funny shaped plate at the front and by a rather rudimentary circlip on the shaft itself.  Perhaps the distributor and oil pump gears keep it under control or does it just find its own position.  The wear marks on the front of the plate suggest that the drive gear may even play a part. There does not seem to be any way of setting the end float itself.  This is one question which has puzzled me on previous engine builds so has anyone any opinions about it.  Previously I have just ignored it and this does not seem to have caused any problems.
Regards
Ian.

Re: Camshaft

Posted: Mon Aug 27, 2018 7:09 am
by Joe Curto
The end float is controlled by the "Funny plate behind the cam gear check for wear on the plate possibly wear on back of gear etc , the snap ring on the rear does nothing other than prevent the cam upon assembly moving  back so far as to knock out the tin plug behind the rear cam bearing Joe Curto 718-762-7878 www.joecurto.com -----Original Message----- From: ian thomson i.thomson@talk21.com [mg-tabc] mg-tabc-noreply@yahoogroups.com> To: MG-TABC List mg-tabc@yahoogroups.com> Sent: Sun, Aug 26, 2018 11:18 am Subject: [mg-tabc] Camshaft   Many thanks to those who helped with my XPAG piston query.  Following your advice I have decided to replace the pistons without needing a rebore or a crank regrind.  The piston rings are clearly badly worn even though the piston is otherwise fine to look at.  The big problem in making the decision not to do any machining was the perennial problem with these engines whereby, in spite of being a metric engine, over and underbores are often quoted in 'thous or even a combination of metric and imperial.  Even Sherrell having given the warning about this problem still gives crank regrinds in metric but reverts to imperial for the bore oversizes (sorry Mike) on page 135.  With the shells and pistons being manufactured in 'thous it strikes me that there is bound to be a built in tolerance to add to the mix if metric is used for the machi ning.  This is especially true for the crank as the machinist will simply bore to the piston size. Add to this the factory figures which only went as far as 40 thou whereby we are nowadays going over that and the tendency to quote them as 1st or 2nd over/underbore etc. or even describe them as A,B, C etc. and you can see the problem.  Well I found it all very confusing anyway and took a few days and the borrowing of accurate tools and multiple measurings and calculations to decide that my clearances weren't as bad as I originally thought.  I hope I am not just seeing what I want to see.  Having got that out of the way I wonder if I can ask another question?  Is there any problem with having what feels like a significant amount of camshaft end float?  It's in the workshop at the moment and it's raining here (typical bank holiday in UK) so I'm not going out to measure it.  It seems to be constrained by the funny shaped plate at the front and by a rather rudimentary circlip on the shaft itself.  Perhaps the distributor and oil pump gears keep it under control or does it just find its own position.  The wear marks on the front of the plate suggest that the drive gear may even play a part. There does not seem to be any way of setting the end float itself.  This is one question which has puzzled me on previous engine builds so has anyone any opinions about it.  Previously I have just ignored it and this does not seem to have caused any problems. 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Re: Camshaft

Posted: Tue Aug 28, 2018 6:44 pm
by David Lodge
Hello Ian, Am I drunk (Yes!), but did I understand you correctly when you said: "This is especially true for the crank as the machinist will simply bore to the piston size." Didn't you mean to say: "This is especially true for the CYLINDER BORE as the machinist will simply bore to the piston size."? Best, D On 27/08/2018, Joe Curto joecurto@aol.com [mg-tabc] mg-tabc-noreply@yahoogroups.com> wrote:
> The end float is controlled by the "Funny plate behind the cam gear check > for wear on the plate possibly wear on back of gear etc , the snap ring on > the rear does nothing other than prevent the cam upon assembly moving back > so far as to knock out the tin plug behind the rear cam bearing > > > > > > > Joe Curto > 718-762-7878 > www.joecurto.com > > > > > > -----Original Message----- > From: ian thomson i.thomson@talk21.com [mg-tabc] > mg-tabc-noreply@yahoogroups.com> > To: MG-TABC List mg-tabc@yahoogroups.com> > Sent: Sun, Aug 26, 2018 11:18 am > Subject: [mg-tabc] Camshaft > > > > > > > > Many thanks to those who helped with my XPAG piston query. Following your > advice I have decided to replace the pistons without needing a rebore or a > crank regrind. The piston rings are clearly badly worn even though the > piston is otherwise fine to look at. The big problem in making the decision > not to do any machining was the perennial problem with these engines > whereby, in spite of being a metric engine, over and underbores are often > quoted in 'thous or even a combination of metric and imperial. Even > Sherrell having given the warning about this problem still gives crank > regrinds in metric but reverts to imperial for the bore oversizes (sorry > Mike) on page 135. With the shells and pistons being manufactured in 'thous > it strikes me that there is bound to be a built in tolerance to add to the > mix if metric is used for the machi ning. This is especially true for the > crank as the machinist will simply bore to the piston size. Add to this the > factory figures which only went as far as 40 thou whereby we are nowadays > going over that and the tendency to quote them as 1st or 2nd over/underbore > etc. or even describe them as A,B, C etc. and you can see the problem. Well > I found it all very confusing anyway and took a few days and the borrowing > of accurate tools and multiple measurings and calculations to decide that my > clearances weren't as bad as I originally thought. I hope I am not just > seeing what I want to see. Having got that out of the way I wonder if I can > ask another question? Is there any problem with having what feels like a > significant amount of camshaft end float? It's in the workshop at the > moment and it's raining here (typical bank holiday in UK) so I'm not going > out to measure it. It seems to be constrained by the funny shaped plate at > the front and by a rather rudimentary circlip on the shaft itself. Perhaps > the distributor and oil pump gears keep it under control or does it just > find its own position. The wear marks on the front of the plate suggest > that the drive gear may even play a part. There does not seem to be any way > of setting the end float itself. This is one question which has puzzled me > on previous engine builds so has anyone any opinions about it. Previously I > have just ignored it and this does not seem to have caused any problems. > > Regards > > Ian. > > > > > > >

Re: Camshaft

Posted: Tue Aug 28, 2018 6:50 pm
by e_callo
Proper punctuation matters. What he meant was "This is especially true for the crank, as the machinist will simply bore to the piston size."   Kinda like the difference between "Lets eat Grandma" and Lets eat, Grandma" Note the commas Ed -----Original Message----- From: David Lodge emmgeeteesee@gmail.com [mg-tabc] mg-tabc-noreply@yahoogroups.com> To: Joe Curto joecurto@aol.com> Cc: i.thomson i.thomson@talk21.com>; mg-tabc mg-tabc@yahoogroups.com> Sent: Tue, Aug 28, 2018 9:44 pm Subject: Re: [mg-tabc] Camshaft   Hello Ian, Am I drunk (Yes!), but did I understand you correctly when you said: "This is especially true for the crank as the machinist will simply bore to the piston size." Didn't you mean to say: "This is especially true for the CYLINDER BORE as the machinist will simply bore to the piston size."? Best, D On 27/08/2018, Joe Curto joecurto@aol.com [mg-tabc] mg-tabc-noreply@yahoogroups.com> wrote:
> The end float is controlled by the "Funny plate behind the cam gear check > for wear on the plate possibly wear on back of gear etc , the snap ring on > the rear does nothing other than prevent the cam upon assembly moving back > so far as to knock out the tin plug behind the rear cam bearing > > > > > > > Joe Curto > 718-762-7878 > www.joecurto.com > > > > > > -----Original Message----- > From: ian thomson i.thomson@talk21.com [mg-tabc] > mg-tabc-noreply@yahoogroups.com> > To: MG-TABC List mg-tabc@yahoogroups.com> > Sent: Sun, Aug 26, 2018 11:18 am > Subject: [mg-tabc] Camshaft > > > > > > > > Many thanks to those who helped with my XPAG piston query. Following your > advice I have decided to replace the pistons without needing a rebore or a > crank regrind. The piston rings are clearly badly worn even though the > piston is otherwise fine to look at. The big problem in making the decision > not to do any machining was the perennial problem with these engines > whereby, in spite of being a metric engine, over and underbores are often > quoted in 'thous or even a combination of metric and imperial. Even > Sherrell having given the warning about this problem still gives crank > regrinds in metric but reverts to imperial for the bore oversizes (sorry > Mike) on page 135. With the shells and pistons being manufactured in 'thous > it strikes me that there is bound to be a built in tolerance to add to the > mix if metric is used for the machi ning. This is especially true for the > crank as the machinist will simply bore to the piston size. Add to this the > factory figures which only went as far as 40 thou whereby we are nowadays > going over that and the tendency to quote them as 1st or 2nd over/underbore > etc. or even describe them as A,B, C etc. and you can see the problem. Well > I found it all very confusing anyway and took a few days and the borrowing > of accurate tools and multiple measurings and calculations to decide that my > clearances weren't as bad as I originally thought. I hope I am not just > seeing what I want to see. Having got that out of the way I wonder if I can > ask another question? Is there any problem with having what feels like a > significant amount of camshaft end float? It's in the workshop at the > moment and it's raining here (typical bank holiday in UK) so I'm not going > out to measure it. It seems to be constrained by the funny shaped plate at > the front and by a rather rudimentary circlip on the shaft itself. Perhaps > the distributor and oil pump gears keep it under control or does it just > find its own position. The wear marks on the front of the plate suggest > that the drive gear may even play a part. There does not seem to be any way > of setting the end float itself. This is one question which has puzzled me > on previous engine builds so has anyone any opinions about it. Previously I > have just ignored it and this does not seem to have caused any problems. > > Regards > > Ian. > > > > > > >
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