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Another thing to check with newly arriving dynomators. Mine was in a box for a different model and thus had no end protection (i.e. in transit) to either end of the unit. If yours is the same, read on.
I didn't immediately check the rotation of the spindle and another Forum member actually noticed a slight stiffness on one quadrant of the rotation which might or might not have been due to the above. This may be slightly more difficult to check now there is no end gear supplied.
Accuspark, it must be said, have been brilliant in dealing with things generally with me over new and older purchases, so as Ruairidh expressed earlier, do respect that they are doing vital development work that might otherwise not have ever been done.
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Andrew - I'd only be worried if it came in a plainly unprotected box! Someone else thought mine was not right and the stiff movement through 10 or 20 degrees didn't feel like magnetic attraction...
Joined: Nov 2017 Posts: 562 Threads: 56
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Location: West Yorkshire
Car type: Type 65 1934 + RP 1932
11-06-2018, 06:32 PM
(This post was last modified: 11-06-2018, 06:34 PM by Colin Wilks.)
[quote='jonblob33' pid='11087' dateline='1528030709']
Having found 50% of my cam gear missing has anyone changed the timing gears with the engine in situ?
Hi Kevin,
I did my timing gears with the engine in the car, although I had the sump and gauze off, the head off and the valves and radiator out, so could remove and replace the camshaft without difficulty (my camshaft bush locating bolt is a hex head rather than the original square headed job that can’t turn without lifting the block).
Assuming you don’t intend removing the camshaft you may be lucky after fitting the replacement gear and end up with the correct endfloat (.002”), but if not you’ll probably need to get the camshaft out to adjust the bush.
My original objectives were just to realign the radiator cowl, clean out the sump, unstick the valves and replace the core plug on the front of the block. I then discovered a broken tooth on the timing gear after lifting the dynamo housing. With hindsight it would have been easier to have had the engine on the bench from the off, so I would bite the bullet and see this as an opportunity to check the whole thing. Removing the camshaft means you can lap the new gear onto it without risking getting grinding paste in the bush, plus you can confirm the camshaft’s location fore and aft is correct.
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So far I have counted 10 people here who have had problems with Accusparks Dynomata listed on this site, no doubt there are others who are not members here. But to quote the MD of Accuspark "We are absolutely not accepting liability " . Isn't it amazing that everyone has had problems including the pre-sale model which had its gears changed the week before mine
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12-06-2018, 10:21 AM
(This post was last modified: 12-06-2018, 10:25 AM by Bob Culver.)
Perhaps the most unfortunate aspect s that the very expensive big ends of most of the cars affected will now be loaded with abrasive debris. Or perhaps there has not been time to circulate.
I am surprised at the degree of wear, especially as one gear remained unchanged. I presume material and the sparse lubrication is the basic cause. Has anyone encountered a similar conflict in any other device?
Perhaps for the next API rating they could add the Seven Dynamotor test. But not much chance without ZDP.
