The V8 Owners Forum -

Clearances on the Kent M248 and M253 are 0.55 and 0.66 respectively (mm) so .025" should be a reasonable assumption

I dumped the vernier type when it fouled and used the John Eales multi key type.

Having a look how they work I would use as much preload as possible - it depends if standard Rhodes or V-Max type. It would appear that if you only use a little preload - as they do not pump up - you run the risk of them bleeding down too far and being noisy and losing cam / valve lift. The key seem...

How does a push rod know what lifter its fitted to! - I would go with information from the lifter manufacturer as to the best preload setting. From the Rhodes installation info HOW TO INSTALL AND ADJUST ORIGINAL RHOADS LIFTERS Before installation, each Rhoads Lifter should be fully filled with oil. ...

If you remove the spark plugs it it easier to crank and you will gain more revs. That sometimes helps too. He left the plugs in and has fired it and ran it! I dont have much experience with the crank driven pumps so do not know how well they self prime - I do now that CVH pumps can take a couple of...

But the OP states nothing changed but the filter - so how would things get crossed if nothing moved? and does not explain the dribble of flow at the switch. If nothing was touched apart from the head gaskets and the valley gasket and just a change of oil and filter it should be as it was. Assuming t...

Group A are 7/8" shafts, posts are steel and push rods to suit as well. As you say quite rare. I managed to get another set of rockers and shafts for spares but I still need to source posts and rods to suit

DSC01037

The distributor is not locked and is only used as a pointing devise to send the spark to the correct piston. The reason for not locking it is to help align the rotar arm to the correct piston pin and helps stop cross Pin firing Are you sure that leaving the all the mechanical advance mechanism in a...

Thanks for the explanation Stevie - So we are ignoring the units on the table and the values just represent are the 0-100% inputs from the MAF which has been plugged into the MAP input on the Omex. So change KPa for the air mass input and we are all good assuming that the the output from the MAF has...

The Omex 200 is ignition only - I take it the MAF is connected to the separate fuel controller or am I on the wrong page with the Omex 200 ignition map you posted. So the Omex 200 was just fitted with the standard atmosperic 1bar absolute MAP when mapped?

If its an OMEX 200 it is very limited in what it can do anyway. And is only TPS / MAP Looking at the avaialble options do you have the OMEX 2 bar (absolute) MAP fitted?

Clean it up and put a bead of silicone around the area and see if it fills up or or the oil fills up around it. - Simple really - either its not sealed or its not the leak. Personally I would be looking for cracks or leaks elsewhere,

mgbv8 wrote:

Darkspeed wrote:Try a bit of PTFE tape around the bolt threads.

Always worth a shot eh mate.

Its either that or wipe some Hylomar blue on the threads or a stud with some gas seal.

Try a bit of PTFE tape around the bolt threads.

It does sound like you have excess crankcase pressure. Have you tried removing the oil cap with the engine running? It should 'suck' slightly there rather than 'blow'. How is there going to be a vacuum created in the crankcase? It is (should be) connected to the inlet manifold, so runs at negative ...