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Aluminum Dry Sump
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 Kevko SB Chevy Dry Sump Aluminum Oil Pan, Sprint Car  US $599.00
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 Kevko SB Chevy Dry Sump Aluminum Oil Pan, Sprint Car US $570.00
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As we run a classic car hire company, we have the use of 10 fantastic classic cars which we use for general pleasure use around the UK, including a number of classic car runs. Each September or October for the past 10 years we have taken one of our cars on a major tour of Europe - the MSA Euroclassic.
The October 2007 Euroclassic was a fantastic tour around Northern Spain and Portugal taking in Porto and Lisbon, including a blast round the Estoril F1 Circuit. On the Sunday of the run, (the pen-ultimate day) the run took us though beautiful countryside, along empty roads in bright sunshine. The Jaguar E-Type which I had bought 6 months previously was running beautifully and purring along in the way that only an XK engined Jaguar can do. But as we approached the checkpoint for our morning coffee stop I noticed a slight change in the engine note. Nothing serious, just a subtle change, which had we been driving through town or in heavy traffic wouldn't have been noticeable.
We have mechanic support on the Euroclassic so we pulled up in the town square next to the mechanic's van for them to have a look. After a careful listen, including the time honoured practice of sticking a screw driver on the camshaft and using it as a stethoscope, they confirmed that there was definitely a noise! Any E-type with the bonnet raised attracts a crowd of people who all turn into experts and offer their advice to the trained, time served, mechanics. After checking through the oil filler and removing the exhaust cam cover, he comes to the conclusion that the exhaust cam is running dry, no oil getting through at all. Not having the wherewithal to fix it here, we decide that driving it another 500 miles to the Spanish ferry and a further 300 miles in the UK is not a good idea. So we call the RAC and after a number of discussions arrange for it to be collected and repatriated. Getting it home would be worthy of an article in its own right but that is another story.
We finish the run as navigators in other cars, worrying about the cost of an engine re-build as the cams are £150 each, never mind he labour.
Two weeks later the E-Type arrives back home and is delivered to my local garage. After briefing them on the problem they continue the diagnosis, fortunately before deciding to remove and strip down the engine.
Draining the oil doesn't show any obvious problem, no bits of swarf fall out, so nothing has come apart and blocked the oil-ways. But the oil filter is clogged up with some very sticky gunge, not just normal congealed oil. This gunge turns out to be a reddish brown and appears to have flakes of paint in it. The oil feed pipe to the camshafts is removed and blown through, dislodging more sticky gunge with flecks of red paint. Like all good E-types, the bodywork is red but how does it get into the engine oil?
Next step is to remove the sump, with the engine still in situ and the cause is revealed. The inside of the sump has been painted bright red. Why on earth would anyone want to do something so stupid. A detailed inspection revealed a repair in the corner of the sump where it had obviously been cracked before and filled with some sort of resin or chemical metal. Then presumably to protect the repair, it was painted. While most of the sump was still painted, inevitably some of it had flaked off and been pumped round the engine.
Liberal doses of nitromors removed all the remaining paint and the repair was sound so no further action was needed at that point. The sump was refitted, new filter installed, the engine re-filled with fresh oil and fired up. Straight away there was perfect oil feed to both camshafts and the engine note was back to the sweet sound I know and love. Fortunately no engine strip down and re-build was required and no new cams needed.
Because some fool painted the inside of the sump, this was the first Euroclassic that we didn't complete under our own steam. Luckily we had full RAC European cover otherwise it would have cost us a couple of thousand pounds to get the car home (we know this as one of the other participants broke down and didn't have cover).
Why on earth did this guy paint the sump? We will never know.
It was never going to rust for two reasons:
- A sump by design is full of oil, being permanently sloshed everywhere
- An E-Type sump is make of aluminium anyway.
So rule Number One when/if you ever have to repair a sump in any car in the future. Keep the paint on the outside only.
Tony Merrygold
The Open Road - Classic Car Hire
http://www.theopenroad.co.uk
Expert in running a classic car hire company having been in business in the UK for over 10 years.
A Closer Look At The New Mercedes SLS
The Mercedes Benz 300 SL "Gullwing" is one of the coolest sports cars of all time. So named because of its unique, roof-hinged doors, the Gullwing was the Enzo of its era: stupendously fast, outrageously expensive, and styled to make an entrance. Clark Gable owned one, Andy Warhol painted one, Ava Gardner crashed one and its in the news. No Mercedes sports car since, not even the Mercedes-McLaren SLR, has come close to matching the Gullwing's iconic appeal. And now the Mercedes SLS.
The SLR was a bastard-child of a supercar that neither McLaren nor Mercedes-Benz engineers truly felt was their own. McLaren's Gordon Murray, designer of championship-winning Brabham and McLaren grand prix racers, driving force behind the McLaren F1 supercar, thought the SLR overweight and overwrought; the antithesis of his personal automotive design philosophy. For their part, the Mercedes-Benz engineers were uneasy with McLaren's free-wheeling, fast-moving development culture, and skeptical of its methods. The culture-clash car that resulted was blindingly fast and supremely robust, but oddly styled and strangely uninvolving to drive.
All of which perhaps explains the all new Mercedes SLS AMG, a lightweight, high tech, 571 hp super coupe that represents the distilled wisdom of some of the best and brightest engineers at the world's finest automotive manufacturing firm. And yes, the distinct gullwing doors.
Like the SLS, the Mercedes SLS is a front mid-engine coupe, with its 6.3-liter V-8 (actually, it's 6208 cc) positioned entirely behind the front axle center-line. The engine is based on the M156 V-8 from the SL63 AMG, but has been tweaked and primped sufficiently to warrant a new in-house codename -- M159. Mercedes claims over 120 parts and components have been redesigned. The very most notable change, however, is a very dry sump system that allows the M159 to nestle very low down its frame. The engine delivers 571 hp at 6800 rpm, and 479 lb-ft at 4750 rpm. Some 402 lb-ft is available from just 2500 rpm.
The engine drives the rear wheels via Mercedes SLS new 7-speed dual clutch transmission, repackaged in a transaxle housing at the rear of the vehicle to aid deliver the SLS's 48/52 front/rear weight distribution. Engine and transmission are connected by a sand-cast aluminum torque-tube, inside which is a carbon-fiber drive shaft. The transmission offers four modes -- basic, Sport, Sport+ and Manual -- each with different shift protocols. The transmission also has a launch-control mode that allows full-commando starts with electronically controlled wheelspin to prevent the engine bogging down off the line.
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Alfa Romeo TZ3: Lighter Than A Lotus, Sexier Than An 8C [Custom Cars]
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