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On 18 Apr 2002, at 23:25, James C wrote: > As the type 1 tinware sits lower,(Around 20cm lower than the decklid was)I > have custom made a piece of aluminumn that fits above the extractors, but > right up to and under the type1 tin. This is sealed around the sides with > housing window frame foam. So you're basically trying to convert this to a beetle style cooling system and seal off the the bottom half of the compartment from the top? Is your foam pretty resilient? I suspect it will need to be because I think the type 3 drive train moves around a bit as the rubber mounted rear subframe flexes. Normally this is not a bad thing, but if your foam is stiff, it won't be doing the job you might expect it to from a static inspection. > >Do the Melling pumps still have an iron body? > Yep. Still cast iron. I also have the oil pressure booster kit so I can > adjust the pressure. I am allways interested in what is deemed to be a good > pressure to have while the engine is cold and the oil is thick. I use 30 grade > penrite oil. I'd look for a better pump, and read the info on pumps in the Bill Fisher book, as well as Berg's stuff. Oil galley pressure is actually pretty irrelevant. The only pressures that are important are those which are developed within the bearing spaces by the rotation of the cam/crank. Unfortunately there is no reasonable way to measure these, but it really doesn't help to measure. If you have enough FLOW to keep the journals full of oil, the internal pressures will be sufficient. These pressures are also self-adjusting, so you get more when you need it. Good old plain journal bearings. Except on startup and very low speeds (less than a normal idle) they just can't be beat. ;-) > It looks like that when the valve was shut (most of the time especially > while cold) air would have been able to enter it and sucked in to the case. Okay, sure. This makes sense. You had a leak on the suction side of the pump and were delivering foam as a lubricant. Not a good thing. Now that you mention it, this is also where the cast iron pump body could cause a problem. Poor thermal expansion mismatch could cause an air inlet leak there, too. > The only reason I started looking at it was that after some hard acceleration > test, (6000+ rpm), the cabin filled with smoke. Found a stack of oil on the > exhausts from around this region. I think that when the pressure rose it > forced it out this direction. I guess I don't follow you here. On the inlet side there should always be suction. On the outlet side the leak you're describing doesn't come into play, except for the question of air in the pumped oil (which is definitely a bad thing.) - Jim Adney jadney@vwtype3.org Madison, WI 53711-3054 USA ------------------------------------------------------------------- List info at http://www.vwtype3.org/list or mailto:help@vwtype3.org