What I did in the holidays.....

Very nice. Is the casting something the club is doing ?

And there was me naively thinking you would be busy making CVA changewheel blanks

Cheers Tim

Nope. It's favour from a mate. The original version was made for supercharged pre war MG's where the carb sits between the supercharger and the chassis rail - hence the need to be short.

Charles

appalled

I take it Mrs Ping saw little of young Charles over Christmas & New Year

The last of all our various house guests only left yesterday so I only managed to demolish one wall, and rip off all the internal cladding from the barn that will become a workshop :(

AWEM

The only Mrs Ping who referred to me in such terms joined the choir invisible some time ago!

Sneaked the time in when the current Mrs P was:

Charles

That is ... funny. Never heard about that way making threads. The principle is clear, what do I have to know more? Except that the lathe's tpi should be the same as the tap's? :-)))

... and a happy new year! Nick

You could try it with a different TPI. Doesn't work aswell.

Seriously that's about all there is to it. Useful for Ali.

Charles

I hadn't thought of doing it that way, I've achieved similar results with odd sized threads by wedging a piece of wood between the side of the hole and the tap to make it cut large -but your method is much neater and more predictable.

Anyway, why do you need a short SU carb -are you doing something exciting like cramming a supercharger in?

Regards Kevin

PS nice project

Charles Ping wrote: ... snipped

Some useful ideas for work holding and threading for a beginner like me Charles - but what's a "cat head"?

Dave

A cat head is well illustrated here:

And yes Kevin. Supercharger

Charles

Aha! One more drip into the puddle of knowledge :-)

Dave

I'm really pissed off now! We had a bit of a bearing failure on our computer room generator (alternator runs all the time, diesel kicks in on mains failure). I'm absolutely certain that the manufacturer's service chaps over-packed the bearings at the last service. The result was a bearing running hot enough to soften the balls and races and 3/16" of play in a 4" ID bearing.

We had the option of the manufacturers doing a repair, six weeks + £12k; new shaft, 2 days + £25k.

I was a bit pissed off on account of the fact that _we_ do similar repairs on much lager steam turbine rotors, but wouldn't be able to do the job economically. I was also pissed that the manufacturers had us over a barrel and I felt that they should be admitting liability.

The bosses went for a new shaft in the end. If I'd remembered then, I would have loaded the wrecked shaft in a Transit and taken it to John for a quote...

Bugger :-(

Mark Rand RTFM