Good thoughts.

I am confident you are headed directly toward another locked thread. You are a direct supplier of self invented misinformation. Please stop.

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Yeah....Im the one who destroyed this rare, vintage automobile.....

Had to fix this. It mentions outside material. Sorry.

You're so right.

If it is oil aeration then there should be some evidence like erosion on the surfaces of the pump. It is my understanding that aeration that causes that much damage is moving at speeds that approach the speed of sound and will leave behind physical evidence on the surfaces of the pump.

If It is oil aeration, then I would look at reducing or controlling the dissolved air in the oil.

1. large volume oil pan to allow trapped air out of the oil while it rests in the pan before being circulated and baffles around oil pick to stop air from entering.

2. An oil cooler to keep oil cool to increase its ability to hold the dissolved air.

3. Increased crank case vacuum to encourage dissolved air to come out of oil before it is circulated

4. Increase oil pressure to crush small air bubbles and increase the dissolved air carrying capacity of oil.



Maybe you can try some of these and see if it helps out.

Get to work start testing those theories, so we can know what you find out.

Joe

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1964 barracuda 198 slant

I had to fix this as it mentions outside material. I apologize for that.

Kevin
Two points to ponder:
1. I just removed 20 NEW oil pump gears and 5 Used Stock gears. The materials used in the New pump gears is CHEAP Grey Iron its very porous and easy to fracture. The Stock gears are a high quality cast or maybe even machined piece.
2. How much effect does running Full Synthetic oil have on those therorys.
Frank

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Scrapple: Because a mind is a terrible thing to waste.
73 Duster - Race Car
66 Dart Wagon - DD
178" FED
82 D150
All Slant powered

So the simple expedient of a windage tray would decrease aeration to a tremendous extent for most slant six engines? Where most run at 5000 rpm or less.
I would think the gerotor would show little damage, as the pressures are remarkably lower than those at the gear itself. The gerotor is not approaching boundary as the gear is likely to.

The size of the shaft is pretty small. Any harmonics that would effect the allignment or shock loading would be at extremely high frequencies. I'm trying to conceptualize the eliptical machining process, and where this would be used to best effect on this shaft.
I don't see how the description of the cross sectional machining applies. Could you shoot me some clarification via PM on the process suggested?

CJ

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Part of Tyrde-Browne Racing

Hi Frank,
I wish they made the newer parts as well as the older ones.

I need to remove this as it mentions outside material. I apologize.

I may be on the other side of the moon with the following remarks, but first of all, my native language is not english, so I tend to express myself a little more clumsy than I should. Secondly, I cannot document what I say next - it is just one tiny bit of information that is stuck in my mind without reference to people, time or place. What triggered it was the questions about cavitation and the use of synthetic oil.

In the early days of synthetic oils, they had some problems in long-distance racing, especially under humid conditions, and probably related to cavitation. It had to do with the absorption of moisture in oil, where the old mineral oils and new synthetic oils behaved very different. An engine will produce an amount of water, and some of it will end up in the oiling system, whether you like it or not. A mineral oil can hold a relatively large amount of water in suspense, and formation of foam for that reason, surely in addition to aeration in general, created known problems. In contrast, the absorption of moisture in a full synthetic oil is nil or very low, but you still have an amount of 'free' moisture in the oiling system, and that water was thought to cause cavitation, with devastating effect on - among other things - oil pumps. One solution to the problem was to use an oil/water separator on the suction side. I wish my memory was better, because that is all I can remember. I hope it can be of help, not only add to the confusion.

One of the basic sources of information on this subject is Cavitation and Bubble Dynamics, by CE Brennen. While it may not exactly be what you keep within reach if you have trouble sleeping (hmm, perhaps it is!), it should be looked into anyway. Olaf.

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Aspenized

Thanks, Olaf.

I needed to remove this as it mentions outside material. I apologize for that.

I needed to remove this as it mentions outside material. I apologize for that.

That's going to be an issue with the A-Body. There is limited clearance already between the pump and front sub-frame. (The pump can't be removed, for instance, without lifting the engine.)

Machine the inner rotor to accept a small bearing, install a stud for the id of the bearing to run on in the pump plate, and cut a small groove from the high pressure side of the pump back to the bearing for lubrication. (If necessary.) It'd accomplish the same thing.

CJ

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Part of Tyrde-Browne Racing