Slots In Pistons Can Be Used For

Piston Business Card Holders: The most common form of advertising is a business card. When your looking for a customer to put faith in the fact you can do the best job the every detail in your business should stand out including your business card holders. Moderate performance type pistons, whether forged or cast, use slots to return oil that is scraped from the cylinder walls by the oil ring. This design allows the skirt to be more flexible, and permits the tighter cold bore clearances. Forged pistons with the slot design can be set up at nearly the same clearances as cast pistons. A piston is a block capable of pushing blocks, players, and mobs when given a redstone pulse. A sticky piston has the same function as a piston but can also pull the block on its face back when it retracts, unlike the regular piston, which leaves the pushed block in place. 1 Obtaining 1.1 Breaking 1.2 Natural generation 1.3 Crafting 2 Usage 2.1 Limitations 2.1.1 Exceptions 2.2 Powering pistons.

Slots In Pistons Can Be Used For
Slots In Pistons Can Be Used For Sale
Slots In Pistons Can Be Used Forever
Slots In Pistons Can Be Used For Cash
Slots In Pistons Can Be Used For A

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a split type oil hydraulic piston pump and a pressurized oil feed circuit for feeding pressurized oil to two hydraulic actuators by making use of a split type oil hydraulic piston pump.

2. Description of the Prior Art

Heretofore, generally classifying the oil hydraulic piston pumps, axial type oil hydraulic piston pumps and radial type oil hydraulic pumps have been known, and as oil hydraulic piston pumps adapted for high-speed, high-pressure and variable-capacity operations the axial type oil hydraulic piston pumps have been commonly used. In these axial type oil hydraulic piston pumps is included a swash plate type piston pump which is also known as a KV pump. Among these swash plate type piston pumps, a piston pump constructed in such manner that a single pressurized oil suction slot and a plurality of pressurized oil delivery slots are formed in one valve plate that is slidably making contact with a single cylinder block provided with a plurality of pistons and pressured oil may be fed from these delivery slots to a plurality of hydraulic actuators, is known as a split type oil hydraulic pump.

A difficulty associated with such a split type oil hydraulic pump in the prior art was generation of a large variation of a flow rate when the pistons deliver the pressurized oil to the respective delivery slots. In addition, when each piston passes through the valve plate portion between the plurality of delivery slots, the delivered oil is interrupted by the valve plate, resulting in generation of a large trapping pressure, and hence the oil delivered from the piston cannot be effectively and perfectly utilized. Furthermore, in the case where the pressurized oil is fed from the plurality of pressurized oil delivery slots to a plurality of hydraulic actuators, it is necessary to feed a larger amount of pressurized oil to a hydraulic actuator that is more heavily loaded. Moreover, the larger a load of a hydraulic actuator is, the more is generated oil leakage.

SUMMARY OF THE INVENTION

The present invention has been worked out in view of the above-mentioned status of the prior art, and a principal object of the present invention is to provide a split type oil hydraulic piston pump, in which a large variation of a flow rate would not be generated when the respective pistons deliver the pressurized oil to the respective delivery slots.

Another object of the present invention is to provide a pressurized oil feed circuit system for use with a split type oil hydraulic piston pump, in which a larger amount of pressurized oil can be fed to a hydraulic actuator that is more heavily loaded.

Still another object of the present invention is to provide a split type oil hydraulic piston pump, in which a trapped pressure produced when each piston passes through a valve plate portion between a plurality of delivery slots can be avoided as much as possible and moreover the oil delivered from each piston can be effectively utilized to the maximum extent, and a pressurized oil feed circuit system making use of the same pump.

Yet another object of the present invention is to provide a pressurized oil feed circuit system making use of a split type oil hydraulic piston pump, which system can prevent an oil flow rate fed to a hydraulic actuator from increasing abruptly.

In order to achieve the aforementioned various objects of the invention, according to a first aspect of the present invention, there is provided a split type oil hydraulic piston pump including a plurality of piston-cylinder units disposed within a single cylinder block along one circumference at an equal angular interval and in parallel to each other and a valve plate disposed on the pressurized oil suction/delivery side of these piston-cylinder units so as to make slidable contact with the above-mentioned cylinder block and having a single suction slot and a plurality of delivery slots, in which the plurality of delivery slots are disposed along the above-mentioned one circumference as spaced by an angular interval of 60° from each other, and the plurality of piston-cylinder units are provided as many as a multiple of 6.

According to a second aspect of the present invention, there is provided a split type oil hydraulic piston pump according to the above-mentioned first aspect of the invention, in which the valve plate is further provided with outlet slots serving as additional delivery slots between adjacent delivery slots among the plurality of delivery slots.

According to a third aspect of the present invention, there is provided a pressurized oil feed circuit system making use of a split type oil hydraulic piston pump for connecting first and second hydraulic actuators with a split type oil hydraulic piston pump including a plurality of piston-cylinder units disposed within a single cylinder block along one circumference at an equal angular interval and in parallel to each other and a valve plate disposed on the pressurized oil suction/delivery side of the piston-cylinder units so as to make slidable contact with the above-mentioned cylinder block and having a single suction slot and first, second and third delivery slots disposed along the above-mentioned one circumference as spaced by an angular interval of 60° from each other, the plurality of piston-cylinder units being provided as many as a multiple of 6, which system comprises a first circuit for connecting the above-mentioned first and third delivery slots jointly to the above-mentioned first hydraulic actuator and a second circuit for connecting the above-mentioned second delivery slot to the above-mentioned second hydraulic actuator.

According to a fourth aspect of the present invention, there is provided a pressurized oil feed circuit system making use of a split type oil hydraulic piston pump for connecting first and second hydraulic actuators with a split type oil hydraulic piston pump including a plurality of piston-cylinder units disposed within a single cylinder block along one circumference at an equal angular interval and in parallel to each other and a valve plate disposed on the pressurized oil suction/delivery side of the piston-cylinder units so as to make slidable contact with the above-mentioned cylinder block and having a single suction slot and first, second and third delivery slots disposed along the above-mentioned one circumference as spaced by an angular interval of 60° from each other, the plurality of piston-cylinder units being provided as many as a multiple of 6, which system comprises a first circuit for connecting the above-mentioned first and third delivery slots jointly to the above-mentioned first hydraulic actuator, a second circuit for connecting the above-mentioned second delivery slot to the above-mentioned second actuator, and first and second outlet slots formed in the valve plate between the above-mentioned first and second delivery slots and between the above-mentioned second and third delivery slots, respectively, said first and second outlet slots being jointly and selectively connected to either one having a higher pressure of the above-mentioned first and second circuits or to both the first and second circuits if they have an equal pressure, via one switching valve.

According to a fifth aspect of the present invention, there is provided a pressurized oil feed circuit system according to the above-mentioned fourth aspect of the invention, in which the circuit for connecting the above-mentioned first and second outlet slots to the above-mentioned switching valve is provided with check valve means.

According to a sixth aspect of the present invention, there is provided a pressurized oil feed circuit system according to the above-mentioned fourth or fifth aspect of the invention, which system comprises a pulsation damper connected between the most downstream ends of the aforementioned first and second circuits for feeding pressurized oil to the above-mentioned first and second hydraulic actuators, respectively.

The above and many other advantages, features and additional objects of the present invention will become manifest to those versed in the art upon making reference to the following detailed description and accompanying drawings in which preferred structural embodiments incorporating the principles of the present invention are shown by way of illustrative example.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic longitudinal cross-section view of one embodiment of a split type oil hydraulic piston pump according to the present invention,

FIG. 2 is a schematic plan view of one embodiment of a valve plate to be used in a split type oil hydraulic piston pump according to the present invention and a hydraulic circuit diagram of one embodiment of a pressurized oil feed circuit for hydraulic actuators according to the present invention, in combination,

FIG. 3 is a graph showing a theoretical delivery flow rate of a single piston-cylinder unit in a piston pump,

FIGS. 4 to 7 are graphs showing instantaneous flow rates of pressurized oil through a second delivery slot and instantaneous flow rates of pressurized oil through first and third delivery slots in combination, respectively,

FIG. 8 is a schematic plan view of another embodiment of a valve plate to be used in a split type oil hydraulic pump according to the present invention and a hydraulic circuit diagram of another embodiment of a pressurized oil feed circuit for hydraulic actuators according to the present invention, in combination,

FIG. 9 is a hydraulic circuit diagram of still another embodiment of a pressurized oil feed circuit according to the present invention in combination with a schematic plan view of a valve plate similar to that shown in FIG. 8,

FIG. 10 is an enlarged cross-section view, partly cut away, showing an outlet slot portion of a split type oil hydraulic piston pump according to the present invention, and

FIG. 11 is an enlarged cross-section view, partly cut away, showing another embodiment of the outlet slot portion.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

At first, a first embodiment of a split type oil hydraulic piston pump according to the present invention and a first embodiment of a pressurized oil feed circuit to be used jointly with the split type oil hydraulic piston pump will be described with reference to FIGS. 1 and 2.

Reference numeral 1 designates a cylinder block adapted to be rotated jointly with a rotary shaft 6. In this cylinder block 1 are formed a plurality of cylinder bores 2 as arrayed along a concentric circumference at an equal angular interval and in parallel to each other, pistons 3 are respectively fitted in these cylinder bores 2 so as to make slidable contact with the bore inner surfaces to form respective cylinder chambers 4, and the respective pistons 3 are coupled to a swash plate 5. In addition, between the cylinder block 1 and a valve body 7 is disposed a valve plate 8, and in this valve plate 8 are formed a suction slot 9 extending nearly over a semi-circumference and first, second and third delivery slots 10₁, 10₂ and 10₃ as aligned along the same circumference. On the other hand, in the valve body 7 are formed a suction port 11 opening to the suction slot 9, a first delivery port 12₁ opening to the first delivery slot 10₁, a second delivery port 12₂ opening to the second delivery slot 10₂ and a third delivery port 12₃ opening to the third delivery slot 10₃. The first delivery port 12₁ and the third delivery port 12₃ are jointly connected to a first hydraulic actuator A₁ through a first circuit L₁, and the second delivery port 12₂ is connected to a second hydraulic actuator A₂ through a second circuit L₂. The first, second and third delivery slots 10₁, 10₂ and 10₃ are formed so as to be arrayed along one circumference having its center at a center O of the valve plate 8 as spaced by an angular interval of 60° from each other, and the number of the pistons 3 is equal to a multiple of 6 (6, 12, 18, . . . ). As a result of the above-mentioned arrangement, a variation of a flow rate of pressurized oil fed to each hydraulic actuator by the pistons 3 can be reduced. The reason for the reduction of the flow rate variation will be explained in the following.

Since a theoretical instantaneous delivery rate per one piston 3 depicts a sine curve as shown in FIG. 3, in order to equalize a sum of delivery amounts Q₁ and Q₃ per one cycle of the first and third delivery slots 10₁ and 10₃ to a delivery amount Q₂ per one cycle of the second delivery slot 10₂, it is only necessary to form the first delivery slot 10₁ over the range of 180° to 240°, the second delivery slot 10₂ over the range of 240° to 300° and the third delivery slot 10₃ over the range of 300° to 360°, and hence the first, second and third delivery slots 10₁, 10₂ and 10₃ could be formed in the valve plate 8 along one circumference as spaced by an angular interval of 60° from each other.

In the above-described split type oil hydraulic piston pump, variations of instantaneous flow rates through the second delivery slot 10₂ and through the first and third delivery slots 10₁ and 10₃ in combination when the number of the pistons 3 is smaller than 6 and when the number of the pistons 3 is equal to 6, respectively, are shown by the graphs in FIGS. 4 and 5, in which in the case where the number of the pistons 3 is smaller than 6, slits s and peaks p are generated in the flow rate waveforms, resulting in a large variation of a flow rate (FIG. 4), but when the number of the pistons 3 is selected to be 6, the slits s and peaks p in the flow rate waveforms become extremely small and hence a flow rate variation can be reduced (FIG. 5).

More particularly, when the number of the pistons 3 is selected to be 6, the variations of the theoretical instantaneous delivery rates for the respective ones of the successive pistons 3 as shown in FIG. 3 would appear as delayed by a phase angle of 360°/6=60° successively so as to deliver the pressurized oil by the amounts per one cycle of Q₁, Q₂ and Q₃, respectively, through the first, second and third delivery slots 10₁, 10₂ and 10₃, and hence the slits s and peaks p in the resultant flow rate waveforms would become small as shown in FIG. 5, whereas when the number of the piston 3 is smaller than 6, the variations of the theoretical instantaneous delivery rates for the respective ones of the successive pistons as shown in FIG. 3 would appear as delayed by a phase angle larger than 60° successively so as to deliver the pressurized oil by the amounts per one cycle of Q₁, Q₂ and Q₃, respectively, through the first, second and third delivery slots 10₁, 10₂ and 10₃, and so, the slits s and peaks p in the resultant flow rate waveforms would become large as shown in FIG. 4. In addition, when the number of the pistons 3 is chosen to be larger than 6 and smaller than 12, and when it is chosen to be equal to 12, the resultant delivery flow rates through the second delivery slot 10₂ and through the first and third delivery slots 10₁ and 10₃ in combination, respectively, are shown by the graphs in FIGS. 6 and 7, in which it is observed that when the number of the pistons 3 is larger than 6 and smaller than 12, the slits s and peaks p in the resultant flow rate waveforms would become large similarly to the above-mentioned case where the number of the pistons 3 is smaller than 6, and when it is chosen to be 12, the slits s and peaks p would become smaller than the above-mentioned case where it is chosen to be 6. If the number of the pistons 3 is selected to be 18, then the slits s and peaks p in the resultant flow rate waveforms would become further small. However, when the number of the pistons 3 is increased up to 18, the overall size of the piston pump would become large, and yet the effect obtained by increasing the number of the pistons so large, is small. Therefore, the number of 12 is most preferable.

Subsequently, another embodiment of the abovedescribed valve plate 8 and the pressurized oil feed circuit will be described with reference to FIG. 8.

As shown in FIG. 8, in addition to the first, second and third delivery slots 10₁, 10₂ and 10₃, the valve plate 8 is provided with first and second outlet slots 20₁ and 20₂ serving similarly to the delivery slots, between the first and second delivery slots 10₁ and 10₂ and between the second and third delivery slots 10₂ and 10₃, respectively. The locations where these first and second outlet slots 20₁ and 20₂ are provided, correspond to the positions where a trapping pressure is produced by the piston 3 in the case of the above-described first embodiment, and in terms of the rotational phase angle of the cylinder block the locations correspond to the points of 240° and 300° as viewed in FIG. 3. In a pressurized oil feed circuit for first and second hydraulic actuators A₁ and A₂ to be connected to this valve plate 8 according to the second embodiment, as shown in FIG. 8, a first delivery port 12₁ opening to the first delivery slot 10₁ and a third delivery port 12₃ opening to the third delivery slot 10₃ are connected via a first circuit L₁ to the first hydraulic actuator A₁, a second delivery port 12₂ opening to the second delivery slot 10₂ is connected via a second circuit L₂ to the second hydraulic actuator A₂, a first outlet port 22₁ opening to the above-mentioned first outlet slot 20₁ and a second outlet port 22₂ opening to the above-mentioned second outlet slot 20₂ are connected via check valves 13₁ and 13₂, respectively, to an inlet port 23 of a switching valve V, and further led to two outlet ports 24₁ and 24₂ of the switching valve V via chokes 14₁ and 14₂ provided within the switching valve V when the switching valve V takes a neutral position or to either one of the two outlet ports 24₁ and 24₂ when the switching valve V is actuated in either direction, and thus eventually, the first and second outlet slots 20₁ and 20₂ are jointly and selectively connected to either one or both of the above-mentioned first and second circuits L₁ and L₂.

The above-described switching valve V is normally held, by resilient forces of associated biasing springs, at a first position I for feeding pressurized oil delivered from the first and second outlet ports 22₁ and 22₂ to the first and second circuits L₁ and L₂ through the chokes 14₁ and 14₂, respectively. However, in the event that the oil pressure in the first circuit L₁ is higher than the oil pressure in the second circuit L₂, the switching valve V occupies a second position II for feeding pressurized oil delivered from the first and second outlet ports 22₁ and 22₂ to the first circuit L₁, while in the event that the oil pressure in the second circuit L₂ is higher than the oil pressure in the first circuit L₁, the switching valve V occupies a third position III for feeding pressurized oil delivered from the first and second outlet ports 22₁ and 22₂ to the second circuit L₂.

Since the pressurized oil feed circuit system shown in FIG. 8 is constructed in the above-described manner, the circuit L₁ or L₂ on the side of the hydraulic actuator A₁ or A₂ that is more heavily loaded is additionally fed with pressurized oil delivered from the first and second outlet ports 22₁ and 22₂, and thereby the pressurized oil can be fed at a larger flow rate to the hydraulic actuator that is more heavily loaded. Therefore, the hydraulic actuator that is more heavily loaded, can be operated at a high speed and at a high pressure, and also leakage of pressurized oil in the more heavily loaded hydraulic actuator can be compensated. It is to be noted that in the case where the oil pressures in the first and second circuits L₁ and L₂ are equal to each other, the switching valve V is held at the first position I, where it feeds the pressurized oil delivered from the first and second outlet ports 22₁ and 22₂ to the first and second circuits L₁ and L₂ via the chokes 14₁ and 14₂, respectively, at equal flow rates.

Moreover, according to the construction of the above-described second embodiment, pressurized oil trapped at the valve plate portions between the delivery slots in the split type piston pump can be fed through the first and second outlet slots 20₁ and 20₂ to either one having a higher pressure or both of the first and second circuits L₁ and L₂. Accordingly it becomes possible to reduce the trapping pressure, and hence it is possible to obviate the disadvantages of the split type oil hydraulic piston pump in the prior art that the output pressure is lowered and the power loss caused by leakage of pressurized oil is increased.

Here it is to be noted that the aperture area A_s of the outlet slots 20₁ and 20₂ is determined in the following manner. Since the theoretical instantaneous delivery rate per one piston produced as a result of rotation of the cylinder block 1 would vary as shown in FIG. 3 as described above, it will be readily seen that the oil flow rate through the outlet slots 20₁ and 20₂ disposed at the positions of rotational phase angles of 240° and 300° is 0.866 times as large as the maximum delivery flow rate per one piston. Accordingly, it is preferable to select the aperture area A_s of the outlet slots 20₁ and 20₂ to be 0.866 times as large as the outlet aperture area A_p of the cylinder chamber 4.

A third embodiment of the above-described pressurized oil feed circuit is illustrated in FIG. 9. According to this embodiment, a pulsation damper 25 is provided across the first and second circuits L₁ and L₂ as connected to the downstream of the respective circuits on the side of the hydraulic actuators.

This pulsation damper 25 is constructed in such manner that a free piston 27 is provided within a cylinder 26 so as to form first and second hydraulic chambers 28 and 29 and the free piston 27 is held at a neutral position by means of first and second springs 30 and 31. The first and second hydraulic chambers 28 and 29 are respectively connected to the first circuit L₁ and the second circuit L₂. Therefore, in the event that the flow rate through either one of the first and second circuits L₁ and L₂ has been momentarily and impulsively increased, then the increment of the oil flow is fed to the corresponding one of the first and second hydraulic chambers 28 and 29 and urges the free piston 27 towards the opposite end of the cylinder 26 against the resilient force of the first and second springs 30 and 31, so that the impulsive variation of the oil feed rate through the circuit L₁ or L₂ can be obviated.

In the case where means for allowing a trapping pressure to escape is provided, a variation of an instantaneous oil flow rate corresponding to about 50% of an average delivery rate of all the working pistons 3, must be absorbed (although this is a specific value in the case where the number of the pistons is 12). This amount of absorption is sufficiently approximated, in terms of a volume change, by about 10% of a stroke of one piston, and hence the pulsation damper 25 is only necessitated to have a capacity equal to about 1/10 times that of the piston 3, so long as it has a response of about 500 Hz. In other words, if it is assumed that the diameter of the piston 3 and the diameter of the free piston 27 are identical and the response of the pulsation damper is 500 Hz, the stroke of the free piston 28 could be selected to be about 1/10 times the stroke of the piston 3.

In addition, as shown in FIG. 11, notches 21₁ and 21₂ could be formed in the outlet slots 20₁ and 20₂, respectively, for the purpose of reducing noises and improving a mechanical strength of the outlet slot portions.

Bob Egge, is the third generation of Egge engine experts. His commitment is to provide machine shops, engine builders and classic car hobbyists with quality replacement parts. This continues a 100-year family tradition of excellence, fulfilling a legacy begun by his grandfather a long time ago - to remain the world's source for obsolete engine parts.

Click on the questions below to find the answer.

I need some advice on gaskets for my '53 F100 with it's original flathead.

Here's one for you. I have a 53 F-100 with a flatty still beatin' under it's hood. This is my daily driver irregardless of conditions. She sounds / appears to have had a keeper come off of a valve or something of that nature {when I got her, she had a bent valve and a messed up guide in the number 3 cylinder, same one as now, and had a load of badly bent or completely off valve guide retainers}. Anyhow, I am getting ready to tear her back down and have stumbled across a company called Best Gasket, to which I am told you sell. I want to know how the quality is, and if I was to purchase these gaskets from Egge , which do I need. The one with the copper head gasket, or the more conventional graphite one? As I said this ol' girl is used daily and is still a TRUCK! and used as such so I'm not wanting to skimp on quality here but have for years using fp gaskets, and the 8ba doesn't seem to care much for their head gaskets.

Best Gasket, as far as I am concerned, makes much better gaskets than Fel-Pro or any other gasket manufacturer. Especially when you talk about timing cover seal and rear main seal material. You can go to their web site from the links page on our site and read a lot about their gaskets. If you have had problems with head gaskets sealing previously, I would suggest using the graphite head gaskets. They have a tendency to seal a little better. The gasket set for your engine would be part number RS521G.

Where do I get info on how to babbitt my own connecting rods?

This will be a very difficult task for you to do. You will need to have a lot of different machines, materials, and molds to re-babbitt your connecting rods. You would have to have a pot to melt the Babbitt, tinning compound to get the Babbitt to stick or stay in your rods. Once you have the materials you will need to have a mold to hold the rods in place to pour the metal. Once you have them poured, you will need a machine to finish the rods and all the tools to measure them.
We have all the tools, machines, molds and the expertise to complete the most babbitt jobs.

Do you have valves where I can use unleaded gas for a '47 Caddy Flathead?

I have a 1947 Cadillac flat head that will need a valve job soon. Are your new replacement valves for this engine more compatible with unleaded gasoline than the original valves? Should I grind the old ones or get new valves when I do a valve job. What about valve seats?

If you are going to use unleaded fuel, you should put in hard seats for the exhaust and use stainless valves. We can supply the valve seats. Our valves, S946, are stainless. We also have stainless intake valves V947, if you want to change them. You can just grind the intake valves if they are not too thin, they do not have to be changed for the unleaded fuel.

Can you help with the orientation of the T slot and ring gap on my 50 Stude?

I purchased 6, .030 over pistons (E-286) for my 50 Studebaker -170'-flat six. Can you help with the orientation of the 'T'slot and ring gap orientation corresponding to the 'T'?
The T slot of the pistons would go towards the normal driver's side of the car (towards the left sitting in car). The ring gap orientation does not coincide with the T slot. You just need to stagger the rings so that none of them line up with each other.

Crankshaft and rod question on a 46-59 A B Block.

Bob, Your crankshaft part #923911 specs state that the 'rod pin' size is 2.138. I assume you mean the crankshaft 'rod journal'. I have seen this specification stated as 2.138 and 2.139. Which to my knowledge is the 'stock size' rod journal. That being said; can this crank be used in a 46-59 A B block with stock heads, and can the stock pistons and connecting rods be used with this crank as well? Seeing as how it is a 4 ' stroke and not the stock 3 3/4'
The standard crank size is officially listed as 2.138/2.139. This 4' stroke crankshaft cannot be used with the 3 3/4 stroke pistons. The connecting rods block and heads are all the same. You would have to change the pistons to use the 4' stroke crankshaft. We have a new 3 3/4 stroke crank for this application. This would also have the 2.138/2.139 standard rod crankshaft diameter.

Do you carry a rebuilt engine for a 1954 Buick Century 322 V8 or know of a reliable source?

We do not carry rebuilt engines. We can supply all of the parts to rebuild your engine. We do not know of a company that would stock an engine for your car. You will have to find a reliable shop to rebuild it for you. We do have strategic relationships with engine builders, if you can supply your address we may be able to find a company close to you that can do it.

How important is using for example SR-1 or any zinc additive Motor oil?

I have a 1946 Ford Super Deluxe Tudor Coupe with a 1949 Mercury Offenhauser Flathead - how important is using (for example SR-1) or any zinc additive Motor oil?
Let me give you a rundown on why you need zinc. First, just about every single engine oil you purchase at the auto parts store is SM Rated. This means that the maximum amount of zinc that can be put in the oil is 800ppm. The truth is they probably have 500 or 600ppm on average. Zinc is the anti friction/anti weld agent in oil to protect your vehicle. When you have mechanical lifters/camshaft like in your Mercury flathead, it will prematurely wear the camshaft lobes and lifters and cause a serious problem. This is a genuine problem for people owning antique and classic vehicles and we have seen and heard about several cases of this happening to our valued customers. You have 2 options that you can do to help solve this issue. The first option would be to purchase a bottle of Torco Zinc Engine protector and put it in the engine oil you are currently using. It's a 12 oz bottle and it treats 6 quarts of oil. Your second option would be to purchase Torco TR-1 oil in any weight you desire and run that in your vehicle. Both options will get you in the 1250-1350ppm zinc range which is a much safer area to be in for your engines.

Technical Specs for camshafts for a '61 Olds 394

Hello Bob. I am from Sweden. I would like to know the technical specification on the two camshafts: VM011 NEW S, and 62-0909, to Oldsmobile 394, -61.
The specifications for the 62-0909 camshaft are as follows. Advertised duration 266/266, at .050 209/209, cam lift 275/275, valve lift 495/405, and the centerline 107/113. We do not have the specifications on the VMO11NEWS cam our vendor does not make this information available. It has the stock starfire cam specifications.

Do you have a complete engine kit for sale?

I have the intention to rebuild a 1932 Pontiac straight six engine. Do you have a complete engine kit for sale?
We can supply the parts you need for the 1932 Pontiac six engine.

Do you have Teflon rope seal for a Pontiac 326 1967.rear main seal.

The rear main rope seal is leaking. Replaced twice still no good. I heard Egge has new teflon rope seal. Do you have one for a Pontiac 326 1967.rear main seal.
We can supply the graphite rope (Teflon) rear main seal for the 1967 Pontiac 326. Our part number is 5144.

Hot rodding a 1954 Cadillac 331 for a '34 3 Window Coupe.

Hot rodding a 1954 Cadillac 331 for a '34 3 Window Coupe.
I'm planning a rebuild for a 1954 Cadillac 331 engine to go in my 34 3W Coupe. I want to add some hot rod performance to the caddy, performance as in better horsepower and a dependable running street engine. As you may know the stock 54 Caddy 331 has about 160 hp. I will be adding some 1962 390 heads.
1. In your opinion what would be a good loopy cam to use? I have read that Caddy's don't like much over 280 adv dur and .475'lift.
2. With any type of performance cam, do you suggest adjustable rockers?
3. If I bore the block out to .30 over 1/4' to 390 size and try to increase compression to 10.00:1 or 10.25:1 do you make rods for that piston that will mate to the 331 crank or will the stock rods work?
4. Do you sell a kit that would avoid buying many these separate parts? Cam, lifters, timing chain/gear, pistons....

I have a good engine mechanic that will be helping me assemble the engine. He suggested I talk to Egge tec support for advice. Any advice or help with available parts for my rebuild will certainly be appreciated.
The new stock camshaft we have for the 331 engine has the following specifications. Advertised duration 286, cam lift 274, valve lift 452, and @ .050 is 203. This would probably be a good cam for your application. You can use the stock rocker arms for this camshaft application. You may have a little trouble finding adjustable rockers for this engine. As far as boring the block π .030 to the 390 bore size, you will need to have the block sonic tested to make sure there is enough meat in the block to accommodate the 4' .030 bore. The 365 rods have a center-to-center distance of 6.625 and the 390 rods have a center to center of 6.500. You can use the 331 rods but you will have to have special pistons made. Your mechanic will have to figure out, with the 390 heads, what compression height pistons you will have to use to accomplish the desired 10 or 10.25 to 1 compression ratio. We can supply the cam, lifters, timing, gaskets and just about all other internal parts. The pistons would have to be a forged set.

What is stock rod journal diameter of Packard 356 c.i. straight eight engine?

The standard crankshaft diameter on the 356 Packard straight eight would be 2.2497/2.2507. If you need it the housing bore for the connecting rods should be 2.3897/2.3902.

Where can I get some information on rebuilding a Chevy straight 6?

Where can I get some information on rebuilding a Chevy straight 6?
I have a 1966 Chevy half ton, with a straight 6. It is original as far as I know. I bought it when I was 16, 29 years ago. I haven't done a thing to it, but put a new clutch in it about 2 years ago. I do not drive it much, but I can get in it today start it and drive it. I would like to rebuild the motor to start, then go from there. Where can I get some good info. On the motor and how to do this. I am in WA State.
A good source of information for your rebuild would be Webrodder, all tech all of the time. You can go to their web site <www.webrodder.com> and check out their forums and tech articles. If you have any questions you can register on the forum and get most all answers pertaining to rebuilding a motor.

What is the engine with pistons that have a marking 660p?

Bob, I have a Plymouth engine that has been rebuilt but needs to be done again. I am not certain what the engine is, the pistons in it have a casting #inside 660p wondering what it is. They have an eyebrow on each side of the top.

The 660P number looks like a Badger number. This would be a 1957-66 Plymouth/Dodge 318 engine. It should be a 3.910 standard bore size. Our part number for this piston would be L2050. We have standard, .020, .030, .040 and .060 sets in stock. We can also supply a complete engine kit for this engine.

Can you supply a set of 8 standard rod bearings and wrist-pin bushings for the Packard 356 engine?

I have sent the main bearings to my 30 Stutz to you today to be re-babbitted, along with a valve to be duplicated. In regard to the Packard dimensions I requested, can you supply a set of 8 standard rod bearings and wrist-pin bushings for the Packard 356 engine?
We can supply the pin bushings. We do not have the rod bearings in standard size. We can supply .010, .020 or .030.

Can you suggest the parts (valves, springs, cam, etc.) and accessories and who I should get to complete my 350 engine?

Can you suggest the parts (valves, springs, cam, etc.) and accessories and who I should get to complete my 350 engine?
Bob, I have owned a 1969 Z28 since 1994. While I have done a fair amount of mechanical work to it, cosmetically it's in about the same shape as I bought it. Unfortunately, the original 302 is gone and in its place is a 350. I have always wanted to return it to a 302.

I purchased a service block a few years ago (casting numbers confirm its was cast in Feb/09 and bore is standard although I believe I will need to take it to 10 or 20 over to clean it up) and a set of new 2.02 bare heads from GM.

I have the right crank, intake manifold, carb, distributor and valve covers (some already installed on the 350).

My quandary is this; I receive all sorts of unsolicited advice from my fellow car enthusiasts as to how to complete this engine but still find myself stuck as to how to proceed. I would like to keep the engine as original as possible but at the same time take advantage of today's technology on the internal components.

Can you suggest the parts (valves, springs, cam, etc.) and accessories and who I should get to complete the engine.
You really need to talk to a professional engine rebuilder. We may be able to find a shop close to you.

Do you have specifications for 4 ring flathead pistons?

Bob, could you forward me any specs you might have for rings application for 4-ring flathead pistons part # L991-8.125? This was a 4 ring flathead piston that says Egge Machine for Flathead Jack on the box. (3-5/16 x 4'). I think Grant and Hastings both may offer a ring for this application?
Appreciate any information you would be willing to share about these pistons or rings. Unfortunately the paperwork is not to be found.

The L991 pistons have 2) 3/32 compression rings and 2) 3/16 oil rings per piston. The Hastings part number is 533.125 and the Grant number is P3108.125.

I have a Ford 352 which sat for 30 years. Do you have any advice on restoring the motor?

I picked up a 1960 T-Bird that has been sitting for 30 years. It has the orig. 352 Ford engine with 63,000 miles and it is not turning. I tied to turn it by grabbing the harmonic pulley with a chain wrench, (big mistake, yes I spun the rubber). The body is in pretty good shape but the interior was been occupied with squirrels, mice, snakes and who knows what else. I want to rat rod the car nothing fancy just make a cool driver with the rough complete leather seats. The engine has oil in it, no water or antifreeze and one spark plug (passenger side rear) had some green corrosion and part of the end was gone 1/16' to 1/8' on one side but the rest of the plugs look normal. The cooling system had green antifreeze in it. What is the best way to attack this motor if I want to use it in this car? Or should I look for a different motor/transmission?

A good start would be to take out the spark plugs and put a little Marvel Mystery Oil in each cylinder. Let it sit for a day or so and then put in a little more. After a few days you can see if engine will turn over. It sounds like you should probably remove the cylinder heads and take a look to see what the internals look like.

What do you have for restoring a 1963 Cadillac Fleetwood 60 Special?

I am restoring a 1963 Cadillac Fleetwood 60 Special. According to that I need some seals for the car body, the engine repair kit, the front axial repair kit, the hinges and bushes for the rear axial, some parts of the bumper, the petrol-tank and maybe some other parts. Would it be possible for you to offer something for that car? And in that case would it be possible to send these things to Estonia? If you are able to offer me something, then please let me know and then we could talk about prices, paying terms and I can make an order. I can also send some pictures of the car when it is helpful.

We can supply a complete engine kit for your 1963 Cadillac. If you will supply your address, we can put you in our computer and email you a list of parts and prices. We would not carry any of the other parts you are looking for.

How do I make sure I am ordering the right parts for my vintage engine?

Homework. In most cases you will have disassembled and inspected your engine prior to ordering parts. At this point you will take measurements to determine what bearing sizes and bore size you need and make sure that your engine is what it is supposed to be. Engine changes have happened since Day One. Installing a later or earlier engine has always been common. By comparing what you have with what you SHOULD have, you'll know in advance if there are any concerns. Then it's time to determine the serial number and verify the identity with some certainty. Over all, the more you know about your engine, the fewer problems you'll have getting the right parts for it.

I still can't figure out which engine I have. Now what?

You need professional help. This can come from the staff here at Egge Machine where, after many years experience, we are familiar with a lot of different vintage engines. Another source is original or reprinted factory technical manuals or repair manuals such as Motor's or Chilton's. Research is always helpful and informative. Another source would be someone who specializes in the engine or vehicle you are working on. It's surprising how many there are and how willing they are to share information with serious restorers. Finally, there is a lot of free information on the internet. It may take a little time, but it often pays off in locating information and informed people that can help you identify your engine.

Where do I find the engine serial number on my vintage engine?

This varies some, but as a general rule you'll find them on a machined surface and in a place where they are reasonably accessible and on the block itself. Places to look include on the top of the head gasket surface, on the top of the intake gasket surface, on the bottom rail (pan gasket surface), next to the distributor, or on a special machined block. They will always be stamped in - not cast in (those are casting numbers).

What ways are there to tell which engine I have?

Engine serial numbers will certainly do this as long as you have a way to compare them. In most cases the original manufacturer used a code in the serial number to indicate what it was. Another way is to use casting numbers. If an engine block was cast for only one size or series this can be a help. If you have detailed info, sometimes an engine can be identified by unique visual points. Finally, you can check the bore and stroke and determine the cubic inch size. When trying for a pure restoration, some or all of this things may be important. For example, an engine with the same exact cubic inch size may be used for several years and casting numbers will change to reflect when it was cast. Or, as in the early small block Chevrolets, there may be different bearing sizes, indicating a different machining process. In some cases these differences can be dramatic.

The engine serial number and vehicle number do not match. Why?

In many cases the engine serial number was the vehicle serial number. If the engine block was changed for any reason, now you have a mismatch. Convention is that if this has happened the state will accept the original serial number even when it doesn't match for this very reason. This mismatch is also one big reason why later vehicles went to body serial numbers.

What do I need to send to you to get babbitting work done?

There are two ways you can go on rebabbitting your rods and mains. You can have your crankshaft reground locally. If you send us the rods, we can rebabbit and machine them to fit your crankshaft diameter. If you send us your main bearings we can rebabbit them to a semi finish. You would have to find a shop locally that can install the bearings in the block and align bore them to fit your crankshaft. If you want us to do the complete job, you will need to have all machine work, boring, cleaning, etc. done before you send us the block. We can regrind your crankshaft, babbit the rods and mains, finish the rods to size and align bore the mains.

Do you have a rear main seal for a 1956 Chevy 265?

Slots In Pistons Can Be Used For

We have a rubber rear main seal in stock for this engine. Our part number is 3711X.

Will I have a problem using a non-offset pin on my Amazon B16B Engine?

I have bought some standard pistons for an Amazon B16B engine in Sweden. They arrived and they were manufactured by Egge (E862). Well, I have also ordered a 0.020 pistons set to the same kind of engine and it seems that you are their supplier too. I have a few questions because the guy from the engine shop here in Brazil told me that I can have some problems and should find another set:
1- In the original Mahle Volvo pistons (I have one used sample that has a number inside: 79V2 W091) the pin has an offset in relation to the center of the piston (there is a arrow indicating the direction of assembly and in the service manual there is a note about this arrow). In the Egge units that I received the gudgeon pin is in the center. The guys in engine shop me told me that they should have the offset.
2- In the B16B engine, and it seems that this is normal to other cars also, the upper compression ring must be chromed. They told me that the units that I have received are not chromed.

We have been making these pistons without the offset for years. You will not have a problem with these pistons because of the offset. With regards to the chrome rings, we do not supply the rings to either of these vendors. You will have to get with them on the rings they supplied. You can either use chrome or cast. The cylinders need to be honed for which ever one you use.

Slots In Pistons Can Be Used For Sale

What is your recommendation for Cam and Heads on my hot rod 50 Merc Flathead?

I am in the process of 'building up' a 1950 Merc flathead for the hot rod I am building. I would like to know your recommendation for the cam and heads to use.
I was thinking of using a 3/4 race cam with Navarro heads and a Navarro three carb manifold. I am concerned ( probably because I know so little about them), the proper duration and life times for the best low end performance (0 to 70mph), and smooth idle. Your thoughts?

We recommend an Isky Max 1 cam. It has good power and a good idle. We recommend the Lincoln V12 valve springs, VS487.

I am having a mystery with the rings on my 1941 Packard 356 Super 8

I am just dismantling a 1941 Packard Super-8 (356 CI) and have found a mystery regarding the pistons. I'm hoping you can help me decide what to do. The top piston ring groove width is not factory spec. It measures an odd number: .124 +.000 -.001 wide rather than the .095 spec. A .093 wide ring was installed in the groove along with a .025 spacer leaving .006 clearance, much too much. The other two piston grooves are to spec and show about .001 wear. Rings show negligible wear.
The engine appears to have had a ring job some time ago, but there is so little wear evident elsewhere (bore is 3.500 with .002 taper; pistons measure 3.4990 to 3.4995; rod journals less that .0003 wear; original bearings, etc.) I wouldn't think that pistons would have needed replacement when the ring job was done. But I can't tell. The pistons have no manufacturer's marks on them.
The reason I dismantled the engine is that it is using about a quart of oil in 500 miles or so and has more blow-by than it should. I've eliminated valve guides and vacuum pump diaphragm as oil consumption problems.
My question is this...do you recommend that I replace the pistons to get the proper ring groove or, as the pistons are in such good shape, can I just re-ring using a spacer in the top groove but still control the oil usage and blow-by effectively? And what type of rings do you recommend? Do you sell the Packard-recommended K-200 and K-90 compression rings or is there something better now?
Thanks much for the help. As a side note, my '34 Super-8 is plugging along with over 50,000 miles in 25 years on your pistons and oil usage is still only about 2000 miles to the quart.

A1: You definitely do not want to re-install the pistons with the worn out ring groove. This is the reason you are having blow by and oil consumption. Using a ring narrower than the groove with a spacer is not the way to re-ring an engine. This ring groove is worn out and the pistons need to be replaced. How did you measure your cylinder size? With the ring groove this worn out it seems like you would have a lot more taper than what you are showing.

Thanks very much for your response and especially for the gentle hint about measuring the bores more carefully. I did so and found that they are tapered between .007 and .010, so it seems best to bore-out. Do you agree?

A2: We can supply steel strutted pistons and rings in .020, .030, .040 and .060 oversize. The .007 to .010 taper would be another cause of oil use and blow by. You should definitely re-bore to the next size, either .020 or .030.

Slots In Pistons Can Be Used Forever

Slots In Pistons Can Be Used For Cash

What are the holes on the piston side of the valve head for and will they destroy my valves?

I just purchased 10 x Toledo S592 exhaust valves to suit a 1930 ser 40 Buick engine. I noticed the piston side of the valve head has 3 small 1/8' holes drilled in to each valve about 1/8' deep why would this has been done and would this be detrimental to the valve in use.

These three holes were for an old style valve lapping tool. Some of the older valves used a slot some used the holes. You would put the tool in the holes or slot and rotate to lap the valves into the head. This will not cause any problems in your engine.

Do you have pistons for a Mercury 239?

I'm looking for Mercury 239 V/8 piston 3&3/16 bore 3-ring with 5/32 oil rings would you have these?

We can only supply a four-ring piston in this bore size. We make a three ring piston in bores of .125 and bigger. Our four ring pistons have two 3/16 oil rings.

Do you have oil pump gears for a 1914 Overland 79T?

Slots In Pistons Can Be Used For A

I have a 1914 Overland 79T that will need a set of oil pump gears. Do you have any oil pump gear sets? Doesn't have to be specific to an Overland, but if I can find a table of dimensions for oil pump gears, perhaps I can find a set that can be made to fit. Any ideas?

Unfortunately we do not have a table of oil pump gear dimensions. We do not list this year engine in our oil pump gear books. If you can supply dimensions and the tooth count we can see if we have any gears close. We can rebuild your oil pump if you sent it in. We would just match or machine new gears to fit.

Can you help me find pistons to increase the compression of my 260 Ford?

I have a 66 Sunbeam Tiger with a 260 Ford. It needs to be bored and pistons are hard to find. It is the original bore so 20 over should be good and would be used with stock rod, crank, and heads. Stock compression is only 8.8:1 and 10.5:1 is the ideal with an aftermarket cam. Any ideas?

We can supply the stock pistons for this engine. These pistons would be 8.7:1 compression ratio. We can have a set of forged pistons manufactured with the higher compression ratio. Delivery time on the forged set is usually around 4 to 6 weeks.

Can you help me find a set of pistons for my Olds 425?

I have an Olds 425ci bored 30 over engine with performer heads (77cc). Stock crank (stroke 3.975) and rods (length 7'). Can you help me find a set of pistons to bring the compression up to 11:1 or close to it?

We have a piston for this application that would be a 10.25:1 compression ratio. Our part number is L2214. We have most oversizes in stock.

QUESTION ON VOLTAGE:

On my 1935 Chevy Master Deluxe 207 engine, is the ground voltage positive or negative on the battery.

This would be 6 volt negative ground.

Can you make pistons for the LYCOMING O-235 engine?

We may be able to help you with these pistons. We will need the bore size, compression distance (middle of pin to top of piston), and the wrist pin size from your old piston. We do not show a model O-235 engine.