Installing the big end crank pin in the fly wheels and the cam spindles in the crank cases is critical in there indexing to provide for best lubrication of parts and the oil cooling of parts by conduction. There has been much discussion covering this subject with polar solutions as to the best location of the indexing. One school of thought is that the oil path should be directed to the lowest pressure point of the part in operation, and the other is that it should be directed to the opposite side of the highest pressure point during operation.
The reason that it has been brought to my attention recently was the viewing of the ( TP ) connecting rods shown in the ongoing racer build . It only verifies to me that the polar view extends to the manufactures as well.
The little end of the connecting rod on the ( TP ) units have the "mist oil hole" favoring the area closest to the piston crowns bottom side , that would be the opposite pressure side during the compression and power stroke. My connecting rods in my liner are Correlo, they have there , ( oil slinger holes, notice I said slinger ) at about 4 o'clock and 8 o'clock , oil is provided to the little end by splash during the pressure points created during compression and power strokes and during the non pressure points during(maybe a little bit of pressure) exhaust and the intake strokes.
When it is the preferred method to lube at the non pressure side, oil has to wick to the pleasure side during the intake and exhaust strokes.
All of the above theories apply to the big end with one overlooked law of physique's . The oil supply to the crank is of a low pressure and pulsating due to the plunger design of the pump ( notice I said crank not big end ) the rotating crank creates a centrifuge with a diameter of 1 3/4 inches . the centrifuged action creates a increase of oil pressure due to the centrifugal force applied to mass. In addition the siphon principle is also in play. The oil pressure of the Vincent oiling system is at its highest point when leaving the crank pin oiling holes. Most crank pins have different sizes of oil holes to help the evening out of lubrication oil to the rods on a twin. The oil comes off the crank through the sides of the rods at a high velocity, carrying heat from the pin and its bearings. The next job of the oil is three foul when Correlo rods are used . splash lube the non thrust side of the cylinder walls, lube the little end of the rod and provide cooling oil to the piston crown. Additional oiling of the thrust side of the piston cylinder is due to its shrouded splash trough .
The cam spindles oiling is effected in the same way as described as above. There are a few points I would like to make when it comes to cam spindles but I'm tired.
The reason that it has been brought to my attention recently was the viewing of the ( TP ) connecting rods shown in the ongoing racer build . It only verifies to me that the polar view extends to the manufactures as well.
The little end of the connecting rod on the ( TP ) units have the "mist oil hole" favoring the area closest to the piston crowns bottom side , that would be the opposite pressure side during the compression and power stroke. My connecting rods in my liner are Correlo, they have there , ( oil slinger holes, notice I said slinger ) at about 4 o'clock and 8 o'clock , oil is provided to the little end by splash during the pressure points created during compression and power strokes and during the non pressure points during(maybe a little bit of pressure) exhaust and the intake strokes.
When it is the preferred method to lube at the non pressure side, oil has to wick to the pleasure side during the intake and exhaust strokes.
All of the above theories apply to the big end with one overlooked law of physique's . The oil supply to the crank is of a low pressure and pulsating due to the plunger design of the pump ( notice I said crank not big end ) the rotating crank creates a centrifuge with a diameter of 1 3/4 inches . the centrifuged action creates a increase of oil pressure due to the centrifugal force applied to mass. In addition the siphon principle is also in play. The oil pressure of the Vincent oiling system is at its highest point when leaving the crank pin oiling holes. Most crank pins have different sizes of oil holes to help the evening out of lubrication oil to the rods on a twin. The oil comes off the crank through the sides of the rods at a high velocity, carrying heat from the pin and its bearings. The next job of the oil is three foul when Correlo rods are used . splash lube the non thrust side of the cylinder walls, lube the little end of the rod and provide cooling oil to the piston crown. Additional oiling of the thrust side of the piston cylinder is due to its shrouded splash trough .
The cam spindles oiling is effected in the same way as described as above. There are a few points I would like to make when it comes to cam spindles but I'm tired.