Matronics Email Lists :: View topic

Matronics Email Lists
Web Forum Interface to the Matronics Email Lists

Get Email Distribution Too! FAQ Search Memberlist Usergroups Register

Profile Log in to check your private messages Log in

Cam Lobe wear

Matronics Email Lists Forum Index -> Engines-List

View previous topic :: View next topic

Author Message

drogers(at)maf.org
Guest

Posted: Sun Feb 11, 2007 11:30 am Post subject: Cam Lobe wear

Hi Gary,



Some long time ago, you wrote the quote below.



I am trying to find the cause of rough running in a Lyc O360A4M that has 

good compression, good mags, good timing.  It has about 1400 smoh over 

about 12 years.  There were times during those years in which it sat for 

over a year at a time.  Also, for most of that time, the oil cooler 

hoses were connected wrong so the oil ran quite hot.



How can I prove that there is or isn't excessive cam lobe wear without 

tearing it all down??



Thanks,



Dan



Gary Casey wrote:

 	  Quote: 	
		   

   Often the first sign of cam wear is a rough 

 engine and inspection will show that the cam lobe is gone.  For some 

 time the engine tolerated that much iron and didn't fail.  

 Gary Casey

 

>

glcasey(at)adelphia.net
Guest

Posted: Mon Feb 12, 2007 5:59 am Post subject: Cam Lobe wear

Dan,

Yes, a compression test will not indicate that you have a problem  

with the cam.  If it is really bad a cranking compression  

("differential" compression test) might show the problem.  Crank the  

engine with the mags and fuel off and note the difference between  

compression strokes - it is quite easy to tell if one cylinder is  

really low.  You can pull the valve covers and measure the valve lift  

and that is one way to get a reasonable picture of cam lobe wear.   

You have to be careful about the hydraulic lifters as if one is  

collapsed you won't get an accurate measurement, but I don't know how  

to accommodate that, I'm afraid.  From what I've heard, by the time  

the engine is running rough and is low on power the lobe will be  

essentially wiped off, making this method very effective - and it  

only takes a few minutes.  I've used a simple steel scale, but a dial  

indicator would be more accurate.  However, if you want to get a real  

look at the cam lobes the only way is to remove a cylinder - I'm told  

that on a 4-cylinder you can remove just one and get a peak at all  

the lobes, but I've never tried.  Removing a cylinder isn't a huge  

deal, but it is a pain.  It might take a day's labor to get it apart,  

inspected and put all back together.  If the engine had no symptoms  

and looking in the valve covers showed no obvious problem, but showed  

metal in the filter then one has to look inside.  With metal in the  

filter something is going to have to come apart anyway.



Gary Casey

 	  Quote: 	
		  

 Hi Gary,



 Some long time ago, you wrote the quote below.



 I am trying to find the cause of rough running in a Lyc O360A4M  

 that has

 good compression, good mags, good timing.  It has about 1400 smoh over

 about 12 years.  There were times during those years in which it  

 sat for

 over a year at a time.  Also, for most of that time, the oil cooler

 hoses were connected wrong so the oil ran quite hot.



 How can I prove that there is or isn't excessive cam lobe wear without

 tearing it all down??



 Thanks,



 Dan

esmith6(at)satx.rr.com
Guest

Posted: Mon Feb 12, 2007 11:09 am Post subject: Cam Lobe wear

Yes, remove a cylinder and use a strong bright light and look up in

there...I removed #2, and you can see the lobes...The other choice (and the

best) is to buy one of the oil analysis kits (around $10) and send off a

sample of your oil, and through a Spectroanalysis system (S.O.A.P.) they can

tell you which component is wearing excessively by the type and amount of

metal in your oil...As you know the different internal parts of your engine

has a different type of metal...i.e: bearings, crankshaft journals, valve

guides, cam lobes and etc.



Interesting thing here as to the importance of this test, the USAF takes a

S.O.A.P. sample after each flight of a Jet Fighter, (esp. if it is single

engine) and the aircraft will not be released for the next mission until the

analysis is complete and deemed safe......................Hope this

helps...Good luck.............................CHEERS!!!!



Gene Smith

RV-4



---

drogers(at)maf.org
Guest

Posted: Mon Feb 12, 2007 11:51 am Post subject: Cam Lobe wear

Thanks to Gary, Jim, Aaron,and Gene.

Actually, I already have one cyl off for other reasons and didn't even 

think to try and look inside!!!  The only real symptom right now casting 

a question on the cam is roughness that is not explained by anything 

else.  We did and oil analysis about 8 hours ago and some metals were 

high but not real bad.  There has not been any visible metal in the filter.

Thanks again, everybody,

Dan

Dan Rogers wrote:

 	  Quote: 	

 Hi Gary,

 Some long time ago, you wrote the quote below.

 I am trying to find the cause of rough running in a Lyc O360A4M that has 

 good compression, good mags, good timing.  It has about 1400 smoh over 

 about 12 years.  There were times during those years in which it sat for 

 over a year at a time.  Also, for most of that time, the oil cooler 

 hoses were connected wrong so the oil ran quite hot.

 How can I prove that there is or isn't excessive cam lobe wear without 

 tearing it all down??

 Thanks,

 Dan

 Gary Casey wrote:

> 

>   Often the first sign of cam wear is a rough engine and inspection 

> will show that the cam lobe is gone.  For some time the engine 

> tolerated that much iron and didn't fail.  Gary Casey

>

>>

apilot2(at)gmail.com
Guest

Posted: Mon Feb 12, 2007 1:24 pm Post subject: Cam Lobe wear

Disagree on the oil analysis. Cam and lifters spall off relatively

large chunks of metal, that are not microscopic and never burned in

the spectrograph. You may see slightly elevated iron, but nothing

startling, but you will see specks of iron in the oil filter. Went

through this on my own IO-360 in 2001.

KM,

A&P/IA



On 2/12/07, Gene Smith <esmith6(at)satx.rr.com> wrote:

[quote] 



 Yes, remove a cylinder and use a strong bright light and look up in

 there...I removed #2, and you can see the lobes...The other choice (and the

 best) is to buy one of the oil analysis kits (around $10) and send off a

 sample of your oil, and through a Spectroanalysis system (S.O.A.P.) they can

 tell you which component is wearing excessively by the type and amount of

 metal in your oil...As you know the different internal parts of your engine

 has a different type of metal...i.e: bearings, crankshaft journals, valve

 guides, cam lobes and etc.



 Interesting thing here as to the importance of this test, the USAF takes a

 S.O.A.P. sample after each flight of a Jet Fighter, (esp. if it is single

 engine) and the aircraft will not be released for the next mission until the

 analysis is complete and deemed safe......................Hope this

 helps...Good luck.............................CHEERS!!!!



 Gene Smith

 RV-4



 ---

esmith6(at)satx.rr.com
Guest

Posted: Mon Feb 12, 2007 4:52 pm Post subject: Cam Lobe wear

Kelly,

You seem like you have experience in this area and are knowledgeable about

the subject....Educate me about this, if an engine sets up unpickled for a

year, I understand from friends of mine that rust forms on the lobes, and

when started again, rust flakes off and contaminates the oil system, then

acts as pumice...Does this rust not show up on a spectrograph sample?..One

Tripacer owner neglected to change oil very often (if at all) and complained

of the engine not running right...I later saw the camshaft and there was

only "nubbins" left...I don't see how the valves functioned at all...I've

said this before, so will use this opportunity to mention it again, the

cheapest thing you can buy for your engine is OIL, and change it often...I

know the book says change at 50 hours, but I take a good look at mine at 25

hours and if it exhibits the slightest darkness, then out it goes...One step

further, I use a 50/50 mix of Aeroshell and Mobil-I 15/w50, and after 1500

hours, have had no problems at all...I do not advocate any of you out there

to use this mixture, especially certified aircraft...It is a personal thing

with me..........Kelly, thanks for your inputs...............CHEERS!!!!



Gene Smith

RV-4

---

apilot2(at)gmail.com
Guest

Posted: Mon Feb 12, 2007 5:47 pm Post subject: Cam Lobe wear

What happens is a bit of rust or imperfection in the nitride layer

causes a breakthrough to softer metal, on either cam or follower or

both. Once that happens metal comes off quickly in relatively large

particles..ones you can see. Oil analysis only detects metals at the

microscopic size, that are vaporized in the spectrograph. Larger

particles don't make it from the bottom of the sump, typically. My cam

disintegrated, and luckily I was cutting the filter and saw the metal,

and had to pull the oil pump for the AD on that and found it badly

scored from the metal, so it was tear down time. I kept the cam and

lifters as examples. I got to buy a replacement crank, new cam and

lifters, and a new prop hub out of that episode...not all because of

the cam, but from what I found on teardown. The good part is new prop

hub I bought in 2002 is exempt from the current AD just issued this

year. One gets very intimate with the details when you are building an

engine for a type certified plane that you plan to fly, and may

eventually sell to someone else, who will have your name in the

logbooks as the mechanic that authorized its return to service, and

may sue you 20 years later because it quit on them, even though they

are 8 years and who knows how many hours past TBO.



On 2/12/07, Gene Smith <esmith6(at)satx.rr.com> wrote:

[quote] 



 Kelly,

 You seem like you have experience in this area and are knowledgeable about

 the subject....Educate me about this, if an engine sets up unpickled for a

 year, I understand from friends of mine that rust forms on the lobes, and

 when started again, rust flakes off and contaminates the oil system, then

 acts as pumice...Does this rust not show up on a spectrograph sample?..One

 Tripacer owner neglected to change oil very often (if at all) and complained

 of the engine not running right...I later saw the camshaft and there was

 only "nubbins" left...I don't see how the valves functioned at all...I've

 said this before, so will use this opportunity to mention it again, the

 cheapest thing you can buy for your engine is OIL, and change it often...I

 know the book says change at 50 hours, but I take a good look at mine at 25

 hours and if it exhibits the slightest darkness, then out it goes...One step

 further, I use a 50/50 mix of Aeroshell and Mobil-I 15/w50, and after 1500

 hours, have had no problems at all...I do not advocate any of you out there

 to use this mixture, especially certified aircraft...It is a personal thing

 with me..........Kelly, thanks for your inputs...............CHEERS!!!!



 Gene Smith

 RV-4

 ---

wbecker(at)centurytel.net
Guest

Posted: Mon Feb 12, 2007 7:20 pm Post subject: Cam Lobe wear

Why not just use Aeroshell 15/50, which is 50% synthetic ?    Bill B

---

esmith6(at)satx.rr.com
Guest

Posted: Mon Feb 12, 2007 8:48 pm Post subject: Cam Lobe wear

Bill B.,

I am not familiar with that oil, and did not know it was 50% synthetic, but

thanks for the info, I certainly will investigate the Aeroshell...I get the

Mobil I for $4.00 a quart...Is there a significant difference in price, not

that it makes much difference when you are dealing with an aircraft engine,

you always want the best...I am reluctant to say this, but with all the

fraud and lying going on in almost all aspects of our lives now days, I know

for sure I'm getting 50% synthetic when I measure and mix it myself...In no

way am I accusing Shell or any other aspect of aviation of wrong doing...I

run Mobil I in everything I have, including the lawn mower...I have one auto

that the manufacturer requires it...Another reason I use the Aeroshell in

the aircraft mixture is because I'm not sure Mobil I has enough detergent,

otherwise, I would use 100% Mobil I which is 100% synthetic..That is one

slick stuff.......Thanks for the info......................CHEERS!!!!



---

apilot2(at)gmail.com
Guest

Posted: Mon Feb 12, 2007 9:29 pm Post subject: Cam Lobe wear

Don't let that Mobil 1 get anywhere near the airport. There was a big

class action and AD against Mobil 1 aircraft oil, lots of folks didn't

get the full cost of repairing damage that oil caused to engines,

props, governors. Exxon Elite or AeroShell 15-50 are both semi

synthetic. Both around 50-55 a case on sale. Exxon does on-line sale

for every major aviation event like SnF and OSH and AOPA Expo with

rebate of some sort to reach that price. They pay shipping(drop

shipped from closest distributor).



On 2/12/07, Gene Smith <esmith6(at)satx.rr.com> wrote:

[quote] 



 Bill B.,

 I am not familiar with that oil, and did not know it was 50% synthetic, but

 thanks for the info, I certainly will investigate the Aeroshell...I get the

 Mobil I for $4.00 a quart...Is there a significant difference in price, not

 that it makes much difference when you are dealing with an aircraft engine,

 you always want the best...I am reluctant to say this, but with all the

 fraud and lying going on in almost all aspects of our lives now days, I know

 for sure I'm getting 50% synthetic when I measure and mix it myself...In no

 way am I accusing Shell or any other aspect of aviation of wrong doing...I

 run Mobil I in everything I have, including the lawn mower...I have one auto

 that the manufacturer requires it...Another reason I use the Aeroshell in

 the aircraft mixture is because I'm not sure Mobil I has enough detergent,

 otherwise, I would use 100% Mobil I which is 100% synthetic..That is one

 slick stuff.......Thanks for the info......................CHEERS!!!!



 ---

esmith6(at)satx.rr.com
Guest

Posted: Tue Feb 13, 2007 1:26 am Post subject: Cam Lobe wear

Kelly.......... Guess there is no end to this...Those so called damaged

engines were all replaced by Mobil...It was a sludge problem so the

operators said...They were all very large engines and commercial operators

in Ca...Mobil was going to fight it, but because of Barrister costs and

dragging it through the courts they decided it was cheaper to settle it by

replacing the engines, and settling down time...They then removed the

aviation oil from the market because they said they weren't making any money

off it, but were just doing it for the convenience of general aviation, so

it was removed...(Now Exxon and Shell are making 50% synthetic, is their

syn. any better than Mobil's?)..Mobil then came out with the 15W50, but for

autos only...I used the Mobil 1 Aviation Oil for years in a C-150 and never

had any sludge problem...The engine went over 2000 hours before each of two

overhauls and the inside of the case and moving parts were golden, not even

black, and obviously no sludge...I now have an RV-4 with a Lycoming

0320(160HP) with 1500 hours using the synthetic as mentioned in the earlier

thread...I popped a cylinder to see what was going on, and inside it was

just as golden as the Cessna...I know because you are an A&P/IA you are

concerned about certified aircraft owners using it...I advocate none of that

at all...Remember, I am EXPERIMENTAL, and operate under different rules.



Questions for you...Does a certified aircraft and engine have to use an

"approved" oil like Exxon and Shell, or can they use any oil of their

choice?..I know break-in oil is straight mineral oil, correct?..Why is this

necessary for break-in?



Enjoyed discussing this with you, and wish you all the luck in the

world...Thanks for all your info and time, you are very knowledgeable, and

informative...........CHEERS!!!!



Gene Smith

RV-4

---

apilot2(at)gmail.com
Guest

Posted: Tue Feb 13, 2007 4:42 am Post subject: Cam Lobe wear

First, the Mobil 1 problem was not isolated to large engines. There

were a lot of private, non-commercial operators. A friend had a

Continental TSIO360 damaged. Mobil fought every claim through

so-called court "masters".  A lot of owners suffered uncompensated

losses.

The problem is that synthetic oil does not hold sludge in suspension

the way mineral oil does. That sludge centrifuges out in the worst

places like prop hubs, bottom and top end of the engine, sticking

valves, etc. That is why the approved oils are at least 50% mineral

oil. Whether break-in oil is needed or not is a separate subject.

While you can use what you want in an experimental engine, keep in

mind that a lot of experimentals are flying behind certified engines,

and a lot of evidence supports sticking with approved oils. The

technology for air-cooled aircraft engines hasn't changed in 50 years,

even if you have a few ignition or fuel system improvements. Unless

you are burning true unleaded auto fuel, pure synthetic oil is an

unnecessary risk, in my opinion. The only "aircraft" engine approved

for use of Mobil 1 was the Porsche PFM engine, and it had a lot of

automotive features, since that was its origin.  All the other

aircraft use of that oil was by STC approval, which has been revoked.

Certified aircraft must use manufacturer approved oil or STC approved oil.



On 2/13/07, Gene Smith <esmith6(at)satx.rr.com> wrote:

[quote] 



 Kelly.......... Guess there is no end to this...Those so called damaged

 engines were all replaced by Mobil...It was a sludge problem so the

 operators said...They were all very large engines and commercial operators

 in Ca...Mobil was going to fight it, but because of Barrister costs and

 dragging it through the courts they decided it was cheaper to settle it by

 replacing the engines, and settling down time...They then removed the

 aviation oil from the market because they said they weren't making any money

 off it, but were just doing it for the convenience of general aviation, so

 it was removed...(Now Exxon and Shell are making 50% synthetic, is their

 syn. any better than Mobil's?)..Mobil then came out with the 15W50, but for

 autos only...I used the Mobil 1 Aviation Oil for years in a C-150 and never

 had any sludge problem...The engine went over 2000 hours before each of two

 overhauls and the inside of the case and moving parts were golden, not even

 black, and obviously no sludge...I now have an RV-4 with a Lycoming

 0320(160HP) with 1500 hours using the synthetic as mentioned in the earlier

 thread...I popped a cylinder to see what was going on, and inside it was

 just as golden as the Cessna...I know because you are an A&P/IA you are

 concerned about certified aircraft owners using it...I advocate none of that

 at all...Remember, I am EXPERIMENTAL, and operate under different rules.



 Questions for you...Does a certified aircraft and engine have to use an

 "approved" oil like Exxon and Shell, or can they use any oil of their

 choice?..I know break-in oil is straight mineral oil, correct?..Why is this

 necessary for break-in?



 Enjoyed discussing this with you, and wish you all the luck in the

 world...Thanks for all your info and time, you are very knowledgeable, and

 informative...........CHEERS!!!!



 Gene Smith

 RV-4

 ---

MONTY(at)bpaengines.com
Guest

Posted: Tue Feb 13, 2007 8:33 am Post subject: Cam Lobe wear

Sorry, Guys.  Camshafts in Lycomings anc Continentals are NOT nitrided.

The Lycoming is AISI 8620 and is carborized, about .030 deep.



Don't know what the material is in TCM but it looks like and acts like a

1080 forging in which case it has enough carbon to harden without

carborizing.



Monty Barrett

BPE, Inc.



--

wbecker(at)centurytel.net
Guest

Posted: Tue Feb 13, 2007 11:53 am Post subject: Cam Lobe wear

Gene,

    I'm no oil expert by any means, but I read a column by Ben Visser in 

General Aviation News www.generalaviationnews.com , he is an oil and fuel 

expert. Ben says that automotive oils use detergents and aviation oils use 

ashless dispersants. Both are for keeping the engine clean, but the 

detergents can cause carbon in aircraft engines, which could cause 

preignition. Might be a reason not to use an automotive oil, even a great 

one like Mobile 1 in aircraft. You can email Ben, maybe he could give his 

opinion,

visser(at)GeneralAviationNews.com

By the way I used the aircraft Mobile 1 for years in a banner tow aircraft, 

and it went past TBO, never had a cylinder off. Now I use AeroShell 15/50 

semisynthetic

Bill Becker.



---

jfs(at)wildblue.net
Guest

Posted: Tue Feb 13, 2007 12:48 pm Post subject: Cam Lobe wear

I asked my lil' brother for his take on this thread.  His response follows:



"Some of these guys are really misguided on many things, and some of them

appear to be playing alchemist by mixing on their own volition.  This is a

strict no-no for many reasons.  No time this morning for a full response,

but a few points:

   Mobil 1 is an automotive oil, not approved for any Lyc or Continental

   as every other automotive oil is not... they contain detergents which

   can foul spark plugs in aircraft engines, particularly. the bottom plug.

   This is why only ashless oils are recommended, like Exxon Elite or the

   Aeroshell M/G.  There is only one exception I can think of where Mobil 1

   is used, in fact the only oil recommended... the Mooney Porsche, which

   the Germans at Porsche recommended only 1 oil for... 2 different

   viscosities of M1 depending on the ambient temp.  I have heard of folks

   using M1 or someone else's auto oil in a Lycoming or Continental... all

   I can say is that they are fools and in violation of the OEM's, all of

   whom recommend only aviation oils.  Aircraft engines are run under

   relatively slow speed, steady speed conditions for hours at a time...

   perfect conditions for deposits to form on spark plugs,  Using detergent

   auto oils is therefore a safety of flight issue, and therefore the

   reason only ashless dispersant oils are approved.

   There is no better wear protection oil in the marketplace than Mobil

   1... one of the reasons it is used by so many NASCAR teams and in F1,

   IRL, LeMans and so many other race classes.  ExxonMobil has run it a

   million miles in a BMW under severe conditions... miniscule wear and an

   engine that was super clean at test end.

   The Mobil 1 that the writer below is probably referring to was Mobil AV

   1, not Mobil 1.  It was removed from the market many years ago, but the

   press and some of the trade rags got it way overblown w/ mistruths.  It

   worked wonderfully in Lycomings and most Continentals, but when flown

   infrequently in certain big bore Continentals, there were a few ring

   sticking incidents.  This can occur with all oils when moisture and

   infrequent flying get together, esp at altitude where some of the high

   flyers have to operate at richer mixtures to keep things cool.  Avgas

   has a lot of lead, and the extra lead at rich mixture settings, and

   moisture get together to form a lead paste.  This is the stuff that can

   stick ring/s or accumulate in props (which are when you think of it,

   perfect centrifuges)

   I saw a ton of engines flown to TBO that operated on Mobil AV1... that

   thing got real political and emotional.  Mobil ended up paying bogus

   claims... we saw falsified logbooks etc... it was ugly, what some pilots

   will do to get $$$ out of any big pocket supplier.  I hate lawyers and

   anybody related to one.

   There are still a number of pilots using Mobil AV1 with great

   satisfaction, altho' it was removed from the market many years ago (some

   loaded up on supply near the end)  Believe me, when flown under the

   right conditions, you can't believe how clean those engines were.  Go

   into the Smithsonian Air & Space Museum sometime, look up at the Voyager

   and notice the Mobil AV 1 decal... that around the world, non-stop

   flight used only Mobil AV1.  Again, a good oil that got a bad rap...

   The reason ExxonMobil and Shell use partial synthetics (again, ashless)

   for their premium offerings is that the mineral oil portion has good

   natural "solvency" for keeping unwanted material in fine suspension, to

   be later drained out during the oil change.  The synthetic portion gives

   the low temp performance and the high temp thermal and oxidative

   stability plus great wear protection... the additives used are key in

   enhancing the performance, especially w.r.t. wear & anti-rust

   performance

   One last comment about the guy who mixes... don't, especially an

   automotive with an aircraft oil.  Your friends seem to have no idea what

   an oil like Exxon Elite has to go through... for starters, a series of

   lab tests... if successful (reviewed by the SAE Technical Committee 8

   (chaired by the USN)), then a 150 hour endurance test (a real engine (we

   ran a Lyc TIO-540J2BD, a Piper Chieftain powerplant), run in a test cell

   under a variety of climb. descent and cruise profiles).  If you get

   through that , you go to a 500 hour flight eval in 2 different engines.

   We chose the 2 most difficult, higher temp T/C engines... the Lyc

   previously mentioned & for the Continental, the TSIO520-BCE (used in a

   Cessna 402).  All engines are disassembled and pre-measured for wear,

   then flown (both in test cell and on wing), then disassembled again and

   inspected/post measured for wear... all oil wetted parts... cams, valve

   guides, crank, cylinders, pistons, bearings etc...  The engines are also

   sludge & deposit rated, so that in addition to wear performance, the oil

   needs to demonstrate excellent cleanliness.  This rigor of approval is

   exactly why ExxonMobil's, Shell's, Phillip's etc stance on using

   additives of any kind is the way it is... one simply can't test all the

   possible combinations of "mouse milk" additives out there.  It is

   usually wasted money spent.  Stick to a great oil like Elite and be done

   with it.  We look at a ton of cams that have been flown to TBO, and with

   Elite especially they look good with very minimal wear.  The key is to

   fly as regular as possible, and use an oil with the highest level of

   rust protection available... these are most always the multi-grades, and

   among those, the Elite really stands out (we designed it that way, as

   statistics show that the average pilot in the US flies less than ~50

   hours per year.  We have a lot of data to back up this claim, both rust

   and wear protection is unsurpassed with Elite.  You don't need to pass

   this along, as in re-reading it sounds like a commercial, but it's my

   life, and as an Engineer, I've seen too much data and too many engines.



Can I go to work now?"



---

Float Flyr

Joined: 19 Jul 2006
Posts: 2704
Location: Campbellton, Newfoundland

Posted: Tue Feb 13, 2007 4:21 pm Post subject: Cam Lobe wear

I know one guy who drops a bit of Aeroshell semi synthetic into his car a

couple of hundred miles before an oil change.  He swears it cleans out any

sludge in his engine.



Noel



[quote] --

_________________
Noel Loveys
Kitfox III-A
Aerocet 1100 Floats

redswing(at)mcn.org
Guest

Posted: Tue Feb 13, 2007 9:52 pm Post subject: Cam Lobe wear

Thanks for the straight scoop Monty.

 Red Hamilton

 [quote]   ---

Display posts from previous:

	Matronics Email Lists Forum Index -> Engines-List	All times are GMT - 8 Hours
Page 1 of 1

Jump to:

You cannot post new topics in this forum
You cannot reply to topics in this forum
You cannot edit your posts in this forum
You cannot delete your posts in this forum
You cannot vote in polls in this forum
You cannot attach files in this forum
You can download files in this forum