wilbur

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About wilbur

  • Rank
    Junior Member
  • Birthday 07/08/1961

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    1929wilbur@gmail.com
  • MSN
    Text: 609-289-0677

Profile Information

  • Gender:
    Male
  • Location:
    Mays Landing, NJ
  • Interests:
    Old cars, boats, pretty women and ballroom dancing

Recent Profile Visitors

412 profile views
  1. I need valves for an Orphan

    Thank you, F&J. Then and Now may have them. He is rooting thru the warehouse.
  2. I need valves for an Orphan

    Sure! .375" Stem, 6.40" Overall Length, 1.718" Intake Head and 1.593 Exhaust Head.
  3. I need valves for an Orphan

    Terrific. Thank you, Paul.
  4. I need valves for an Orphan

    Ed, who might I contact to have valves made?
  5. I need valves for an Orphan

    Thanks, Ed. My local guy who machined the other block has passed away and I haven't had any luck yet with the fellow in Mass who got the valves for me a few years ago. I'm wishing I had grabbed more business cards at Hershey of parts suppliers!
  6. I need valves for an Orphan

    Thank you
  7. My Royal 85 has a few burnt exhaust valves. Who can I contact to try to get a set of valves for this motor?
  8. I need valves for an Orphan

    The valves that I have on hand are for another block that I recently got back from the machine shop. The valves have been fit to that block and the the valves guides sized accordingly for those valves. I don't want to rob that set now. The "running" Chandler that I'm working on now is a very low mile car and the existing guides are only showing .003 of clearance from the standard stem size. The Dykes manual shows .008 as being the service limit. If I could come up with a set of valves with a .375 stem and the correct head sizes, all would be good. Stem length I can modify. Any names ?
  9. My 1928 Chandler needs new valves. Who would you guys recommend that I contact for them? I have a set on hand but, unfortunately they have oversized stems. This block has very low miles and everything is still standard.
  10. Excellent advice by all. Thank you very much. How does one confirm the Rockwell hardness of valves, and if they are found to be lacking, what can be done, and by whom, to make them harder? I'm replacing all 16 valves.
  11. Edinmass, you nailed it exactly. Exhaust valves number 5&8 were badly burned and wrinkled. Number 7 wasn't a lot better. Luckily, I didn't keep driving it and the seats don't look beat up at all. They should clean up ok. Thanks to everyone for all of your input. I'm blaming this on my installation of the different carb and not paying close enough attention to the color of the spark plugs while I did my shake down runs. The Zenith has an adjustable main jet and I moved it until she ran "the best". Big mistake.
  12. Carbon tracking in the cap was one of my initial thoughts, but there were none. Thank you, intimeold, for going back to my original question. It's something that I had always heard of, but never had anything of mine do it. I manage about 50 pieces of heavy equipment such as cranes, forklifts and trucks everyday. Granted those are modern iron and have timing gears, but still it makes one wonder. Anyhow, I had checked the lifter clearance a few months ago while I had the manifolds off to address cracked flanges, bad gaskets and other issues. They were all a respectable 10 thou, so I left them alone. I later learned that Chandler liked them to be .007, so I just figured I'd do that next time I was in there. Surprisingly, it has adjustable lifters.
  13. I would be very happy to have to deal with valve problems and not have to mess with that chain. The lean issue could certainly have come from me running a different carb than designed for this engine. The plugs are lighter colored than I usually like to see.
  14. Well, I just did the compression test. Number 5 and number 8 are real low... and they are next to each other in firing order. Most of the cylinders are making 80 pounds, but those two are down in the 30's. I think I'm going to start loosening head bolts. Once I get them all to move, I'll retighten them and run it a little bit. Then remove the nuts from the studs and fire it up. The fact that 5&8 are sequential in the firing order is pointing toward the "jumped chain" and away from the blown head gasket idea. Damnit. Chandlers were never meant to be worked on! The removal of the timing cover entails removing the engine from the car. Imagine if you needed to service the generator, which is part of the timing chain system, you need to pull the engine just to get the chain back onto the generator sprocket.