Brent in my opinion you are completely out of line when you make the
comments you have made against a remanufacturer of Jaspers reputation.
Comments like "I suspect Jasper is at the bottom of this" and "You'll be
able if you measure and inspect the remainder of the bearings and journals
to determine what happened. If the rod big ends are egg shaped, and theres
torque variances on the rod nuts, or the cranks is scored heavily (scratched
up) or the bearings exhibit bare copper colour patches or offset wear
patterns, its Jasper" are totally unfounded.
Jasper produces some of the finest and most reliable engines and
transmissions on the market and backs them up with the most liberal warranty
you can get. Why would you make comments like this when as you say "I have
never examined a Jasper engine, and cannot comment upon the particular
quality of thier products"? This is how a manufacturers reputation gets
trashed. This sort of character asassination should not be allowed on this net.
>Hi Jim!
>
>> This summer while returning from Carlisle Pa.
>> The motor started to
>> knock and loose power. We were towing a trailered Vette.
>> ( about 4300 pounds).
>
>Thats a big load!
>
>> The motor had 14000 miles on it. It was a rebuilt Jasper
>
>Hope someone's writing this down.
>
>> When I tore the motor down I found #6 rod bearing
>> welded to the cap. ( this is what froze the motor )
>> The #5 bearing gone allowing the piston to hit the head.
>
>Ouch
>
>One other bearing was spun.
>My questions are #1 am I trying to pull too much weight?
>
>Yes. Plain and simple thats totally overloaded! Still doesnt account for the
>engine failure however, just makes it s-l-o-w.....
>
>( I have
>installed the Caspro 3.66 drive, headers, 3 in. exh.and a MDS Ign. box.)
>#2 I am looking at the Mondello catalog and wondeing about the stroker
>crank. Does any know the pros or cons of this."
>
>Well, here's my outlook-
>
>The damage you describe is typical of the type incurred from engine
>overspeed, and or very shoddy engine overhaul. I would be interested in
>knowing what brand of bearings you discover in the rest of the engine. The
>Clevite 77 and its close relations (tri-metal type bearings with copper
>underlay) are notorious for eating cranks. They're nearly universal however,
>usually its all you can get. Drag racers love them, because they're very
>tolerant of heavy pounding, but they are not suited to passenger car
>engines. Best bearings I've ever seen thus far are Moraine '400' type, which
>are aluminum faced, tin plated steel back. Almost every GM engine since 1962
>has used an aluminum bearing from the factory, and they are extremely
>reliable in service, and seldom at the root of a problem.
>
>I have never examined a Jasper engine, and cannot comment upon the
>particular quality of thier products, but I can state that if the connecting
>rod big ends are not immaculately machined, and the crank surfaces are not
>perfectly true, intense wear will occur very rapidly with this sort of
>result. Using a tri metal bearing exacerbates any problems. They are
>especially unforgiving of out of round cranks, particulates in oil, and
>temperature variations. Much of this is due to their extreme lack of
>'embedability' and low fatigue resistance.
>
>A second possibility is operating an engine at such a high speed that the
>connecting rod journals sling oil off faster than it can be pumped in the
>mains. This is a special problem for long stroke engines in particular.
>Chevy 454 and 400SB engines fail from this often, in particular.
>
>The damage to the con rod bearings may have occured a long time ago, from
>one incident at very high speed, say a long pull in second gear perhaps, and
>opened up the clearances enough to allow accelerated wear and finally
>failure. On older high mile engines, this often occurs in tandem with broken
>top piston rings, one blast over 5000 rpm is enough to run the top ring into
>the cylinder wear ridge. This occurs from connecting rods stretching, which
>they can do up to perhaps 0.040" or so at very high speed.
>
>You'll be able if you measure and inspect the remainder of the bearings and
>journals to determine what happened. If the rod big ends are egg shaped, and
>theres torque variances on the rod nuts, or the cranks is scored heavily
>(scratched up) or the bearings exhibit bare copper colour patches or offset
>wear patterns, its Jasper. If the rest of the bearings and rods look
>perfect, but you find a broken ring or two on a 'good' journal, its more
>likely overspeed.
>
>The Mondello theory of restricting lifter oilflow is specious in my view.
>Yes, great amounts of oil can be pumped thru the valvetrain, however this
>doesnt run the con rod journals dry. The crank is not pressurized by the
>pump per se, its the spinning of the crank that produces the pressure in the
>journals, all the pump has to do is make oil availible for the crank to
>'pump'. once an engine is running faster than idle, the pump is a very
>minimal influence on whats happening there.
>
>Anyhow, I would sure be interested in seeing what you find when you
>dismantle the engine, and finding out what happened. I suspect Jasper is at
>the bottom of this, actually, as the engine overspeed issue is far more
>likely to occur on a very high mileage engine with considerably opened
>clearances. Also, rebuilt engines are such a poor bargain that its pretty
>common for them to blow before 20,000 if they're going to. I tour the
>machine shops in my metro area regularily on business and have never seen
>one yet I'd trust with my own engine.
>
>Best of luck, and keep us posted!
>
>Brent Covey
>Vancouver BC
>deville
>
>
>
>
>
>
>
>
>
>
>
comments you have made against a remanufacturer of Jaspers reputation.
Comments like "I suspect Jasper is at the bottom of this" and "You'll be
able if you measure and inspect the remainder of the bearings and journals
to determine what happened. If the rod big ends are egg shaped, and theres
torque variances on the rod nuts, or the cranks is scored heavily (scratched
up) or the bearings exhibit bare copper colour patches or offset wear
patterns, its Jasper" are totally unfounded.
Jasper produces some of the finest and most reliable engines and
transmissions on the market and backs them up with the most liberal warranty
you can get. Why would you make comments like this when as you say "I have
never examined a Jasper engine, and cannot comment upon the particular
quality of thier products"? This is how a manufacturers reputation gets
trashed. This sort of character asassination should not be allowed on this net.
>Hi Jim!
>
>> This summer while returning from Carlisle Pa.
>> The motor started to
>> knock and loose power. We were towing a trailered Vette.
>> ( about 4300 pounds).
>
>Thats a big load!
>
>> The motor had 14000 miles on it. It was a rebuilt Jasper
>
>Hope someone's writing this down.
>
>> When I tore the motor down I found #6 rod bearing
>> welded to the cap. ( this is what froze the motor )
>> The #5 bearing gone allowing the piston to hit the head.
>
>Ouch
>
>One other bearing was spun.
>My questions are #1 am I trying to pull too much weight?
>
>Yes. Plain and simple thats totally overloaded! Still doesnt account for the
>engine failure however, just makes it s-l-o-w.....
>
>( I have
>installed the Caspro 3.66 drive, headers, 3 in. exh.and a MDS Ign. box.)
>#2 I am looking at the Mondello catalog and wondeing about the stroker
>crank. Does any know the pros or cons of this."
>
>Well, here's my outlook-
>
>The damage you describe is typical of the type incurred from engine
>overspeed, and or very shoddy engine overhaul. I would be interested in
>knowing what brand of bearings you discover in the rest of the engine. The
>Clevite 77 and its close relations (tri-metal type bearings with copper
>underlay) are notorious for eating cranks. They're nearly universal however,
>usually its all you can get. Drag racers love them, because they're very
>tolerant of heavy pounding, but they are not suited to passenger car
>engines. Best bearings I've ever seen thus far are Moraine '400' type, which
>are aluminum faced, tin plated steel back. Almost every GM engine since 1962
>has used an aluminum bearing from the factory, and they are extremely
>reliable in service, and seldom at the root of a problem.
>
>I have never examined a Jasper engine, and cannot comment upon the
>particular quality of thier products, but I can state that if the connecting
>rod big ends are not immaculately machined, and the crank surfaces are not
>perfectly true, intense wear will occur very rapidly with this sort of
>result. Using a tri metal bearing exacerbates any problems. They are
>especially unforgiving of out of round cranks, particulates in oil, and
>temperature variations. Much of this is due to their extreme lack of
>'embedability' and low fatigue resistance.
>
>A second possibility is operating an engine at such a high speed that the
>connecting rod journals sling oil off faster than it can be pumped in the
>mains. This is a special problem for long stroke engines in particular.
>Chevy 454 and 400SB engines fail from this often, in particular.
>
>The damage to the con rod bearings may have occured a long time ago, from
>one incident at very high speed, say a long pull in second gear perhaps, and
>opened up the clearances enough to allow accelerated wear and finally
>failure. On older high mile engines, this often occurs in tandem with broken
>top piston rings, one blast over 5000 rpm is enough to run the top ring into
>the cylinder wear ridge. This occurs from connecting rods stretching, which
>they can do up to perhaps 0.040" or so at very high speed.
>
>You'll be able if you measure and inspect the remainder of the bearings and
>journals to determine what happened. If the rod big ends are egg shaped, and
>theres torque variances on the rod nuts, or the cranks is scored heavily
>(scratched up) or the bearings exhibit bare copper colour patches or offset
>wear patterns, its Jasper. If the rest of the bearings and rods look
>perfect, but you find a broken ring or two on a 'good' journal, its more
>likely overspeed.
>
>The Mondello theory of restricting lifter oilflow is specious in my view.
>Yes, great amounts of oil can be pumped thru the valvetrain, however this
>doesnt run the con rod journals dry. The crank is not pressurized by the
>pump per se, its the spinning of the crank that produces the pressure in the
>journals, all the pump has to do is make oil availible for the crank to
>'pump'. once an engine is running faster than idle, the pump is a very
>minimal influence on whats happening there.
>
>Anyhow, I would sure be interested in seeing what you find when you
>dismantle the engine, and finding out what happened. I suspect Jasper is at
>the bottom of this, actually, as the engine overspeed issue is far more
>likely to occur on a very high mileage engine with considerably opened
>clearances. Also, rebuilt engines are such a poor bargain that its pretty
>common for them to blow before 20,000 if they're going to. I tour the
>machine shops in my metro area regularily on business and have never seen
>one yet I'd trust with my own engine.
>
>Best of luck, and keep us posted!
>
>Brent Covey
>Vancouver BC
>deville
>
>
>
>
>
>
>
>
>
>
>
