How to rebuild an engine
(→Testing and break-in) |
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"Fellows, we are the victims of technology marching on. Oil formulations are being changed due to pressure from the OEM's and EPA. Zinc and phosphorus tend to coat O2 sensors and plug catalytic converters resulting in warranty claims as well as contributing to dirty exhaust emissions, so they are being eliminated from motor oils as we speak. These elements have been used in the oil since Noah was a kid to provide extreme pressure lubrication and protection from galling on heavily loaded engine components such as the cam lobe/lifter crown interface. The oil companies have no choice, they have to knuckle under to pressure from the powers that be. | "Fellows, we are the victims of technology marching on. Oil formulations are being changed due to pressure from the OEM's and EPA. Zinc and phosphorus tend to coat O2 sensors and plug catalytic converters resulting in warranty claims as well as contributing to dirty exhaust emissions, so they are being eliminated from motor oils as we speak. These elements have been used in the oil since Noah was a kid to provide extreme pressure lubrication and protection from galling on heavily loaded engine components such as the cam lobe/lifter crown interface. The oil companies have no choice, they have to knuckle under to pressure from the powers that be. | ||
| − | I don't see this as being any different than points-type ignitions. Kettering invented the system early in the last century and it endured for some 70 years. When it came time to clean up the environment, the OEM's switched to electronic ignition and we never looked back. Now we have | + | I don't see this as being any different than points-type ignitions. Kettering invented the system early in the last century and it endured for some 70 years. When it came time to clean up the environment, the OEM's switched to electronic ignition and we never looked back. Now we have moved to solid state ignition with a coil for each cylinder, controlled by computers. Same with carburetors. Electronic fuel injection is light years ahead of the old technology, contributes to vastly improved fuel mileage and much cleaner emissions. |
The only cure-all that I see is a change to roller cams. With them, there is no special procedure for break-in. You just oil them, drop them in and drive. No hocus-pocus or special lubricants. Be advised though, that there could be a problem with mechanical roller camshafts in a street motor. The best application for a street motor would be a hydraulic roller cam. Most of them will have a rev limit of around 6,000 to 6,200 rpm's due to the aggressive lobe design, but if you need more r's than that, you're not building a street motor anyway and should consider a mechanical roller cam. The old flat tappet technology is just about dead, save for a few of us old die-hards. | The only cure-all that I see is a change to roller cams. With them, there is no special procedure for break-in. You just oil them, drop them in and drive. No hocus-pocus or special lubricants. Be advised though, that there could be a problem with mechanical roller camshafts in a street motor. The best application for a street motor would be a hydraulic roller cam. Most of them will have a rev limit of around 6,000 to 6,200 rpm's due to the aggressive lobe design, but if you need more r's than that, you're not building a street motor anyway and should consider a mechanical roller cam. The old flat tappet technology is just about dead, save for a few of us old die-hards. | ||
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