Todays Project - What did you do today?

[sasquatch]

Agree, Rick, best wishes in the interview!!

And Brian, an interesting project, thanks for posting this.

[Brian]

Ok Dallen its Done!

Brian

[TomG]

(11-29-2012, 10:14 AM)Brian Wrote: Ok Dallen its Done!

Brian

[dallen]

my contribution to the metal projects I have started for yesterday is this a spring that I made to hold a detent in place to stop a latch from rotating or working its way out of its housing.

   

[TomG]

Nice looking spring Dallen. How did you do the closed ends? Did you wind it tight and then stretch it to length or use some other technique?

Tom

[sasquatch]

Nice Spring.

[DaveH]

(11-29-2012, 04:12 AM)Rickabilly Wrote: "If you're just going to roll around in that thing you should stay at home where people don't have to look at it" and followed up with "Don't you care how uncomfortable you make it for people that have to look at you".

I just can't believe there is such a pig ignorant person who would say that. That is one of the worse things I have ever heard.
My neighbour and mate is in a wheelchair we use to play cricket together 25 years ago before he was shot. (He had his own security company). He is still my mate.

DaveH
PS. Good luck with the interview.

[doubleboost]

(11-29-2012, 04:33 AM)Rickabilly Wrote:

(11-26-2012, 05:53 PM)doubleboost Wrote: The 1500 was a triumph engine
Not the best
Had a crank shaft like a bent coat hanger
John

Actually John, the BMC 1500 as fitted to the MGA was a completely different engine to the Triumph unit, Quite often the confusion is born out of the whole British leyland corporation debacle and the fact that Nissan bought the rights to the BMC 1500 engine for use in it's small commercial vans and pickups, but based it's very successful A series engine on the lighter Triumph engines, albeit in a very much better engineered outcome to that of the Triumph version. Nissan didn't change anything at all with the BMC engine, even continuing to use UNC and UNF threads, where pretty much all components were interchangeable but with the A series nothing was interchangeable with the Triumph.

The MGA was still a three bearing model that remained almost unchanged except for capacity up until the early MGBs, where it gained two extra main bearings and was still being produced in the eighties, while one might expect that the change from three to five main bearings was in order for the engine to be able to handle more power, when in fact many of the high end historic sports car racers look high and low for the three main bearing models as the lower frictional losses and crankshaft of adequate strength means that they actually produce more power with the same specification of pistons, cam and top end.

The change to bearing specification was made for two reasons one was that it had become deeply unfashionable for a producer to build three main bearing engines and there was a belief that as the engine was being used in heavier and heavier saloon cars as well as the sports cars low RPM lugging might cause increased fatigue issues with the three bearing crank, as it happens the change from a solid crank pulley to a rubberflex harmonic balancer was the step that finally saved the crankshafts from fatigue failure in the heavier saloons.

As you can all tell, I spent way too much of my youth inside historic racing car engines

Best Regards
Rick

Hi
Rick
Was that the same as the oxford 1622 cc engine
The triumph units were shite
But the 1622 oxford engine was a scaled up a series
Nissan did use this engine but i seem to remember they put a alloy cylinder head on to it
John

[Rickabilly]

(11-30-2012, 11:34 AM)doubleboost Wrote: Hi
Rick
Was that the same as the oxford 1622 cc engine
The triumph units were shite
But the 1622 oxford engine was a scaled up a series
Nissan did use this engine but i seem to remember they put a alloy cylinder head on to it
John

Yes John, the oxford 1622 was another version of the same engine, the Nissan BMC 1500s in Australia had cast iron heads but it's not too much of a stretch to imagine Nissan fitting an alloy head to it, considering that they were available in the aftermarket and Nissan had the Aluminium foundries at hand to make ally heads if they wanted to.

All of these engines 1500, 1622 an 1798 had the same stroke 3.5" if I remember correctly. In the 1500 that meant a very long stroke to bore ratio as was the practice at the time in Britain as a result of the taxation laws, after these laws changed they just bored the engines and kept the stroke the same to get revier engines that still had good torque, even at it's biggest the bore only ever got to 3.166"(from memory again, might have been 3.186") which is still a long way from square.

I do love old engineering, there is always a story as to "why" and everything has a family tree. Incidentally the scaled up "A" series was simply called the "B" series, well what else would you call it? but in truth there were other differences it wasn't a pure scaling excercise, for example the water pump bypass concertina tube on an "A" series was replaced by a drilled gallery on the "B" series and the "A" series had "cranked" conrods the "B" series didn't, the "B" series even had the luxury of a proper cam chain tensioner(wow high tech) and then there is the better oil pump setup on a "B" series as well. If anything the modifications made to the "B" series made it a better unit than the legendary "A" series.

Best Regards
Rick

[dallen]

(11-30-2012, 09:37 AM)TomG Wrote: Nice looking spring Dallen. How did you do the closed ends? Did you wind it tight and then stretch it to length or use some other technique?

Tom

wrapped it tight then stretched it to open the coils as I need a compression spring. but its a little long for where it has to go so back to the chop saw to shorten it, made from 0.20 music wire

(11-30-2012, 09:42 AM)sasquatch Wrote: Nice Spring.

Thanks Sasquach