Muhammad Ali once said,
“It's the repetition of affirmations that leads to belief. And once that belief becomes a deep conviction, things begin to happen.”
With that, Dean, Rob, Graham, Gog’s, Max, Wayno, Charles, Udo, Sparky, Sumo, Grummy, Captthundarr, everybody, I’m asking you to go to your fridge, crack one open, and join me in some commiseration.
I was so aggravated about the way the dyno session ended, I was determined to take a bit of a breather and calm down before I posted anything. Chris, I am in awe of your continued positive attitude, regardless of situational outcome. But here it is 3am and I am unable to sleep. So I'm just going to tilt my head a bit and let some thoughts spill out.
POST-MORTEM PART DEUX:Chris has listed some of what we found, and there needs to be MUCH more inspection. BUT, part of what we know is that after removing all the inlet valve springs, #1 inlet valve was stuck in its' guide (and the guide moving up & down in the head) and #2 inlet valve (although not stuck in the guide) has virtually zero clearance. #3 & #4 inlet valves have some clearance, significantly more than #2 & #1. The head was professionally worked on, so the inlet valve to guide clearances should have all been equal. My professional opinion is that the engine does not have enough run time for clearances to have changed significantly. A thorough disassembly, cleaning, inspection and measurement will have to be conducted. Only then can any conclusions be drawn. That process will take a bit of time, a few days to a week or two. Since there is now no looming deadline, a breather is in order.
There are of course other engine bits that will need to be inspected, evaluated, repaired, replaced, etc, etc. Chris' intenton is to leave no stone unturned, (no beer unsampled?) a wise choice. The timeline is going to be up to Chris, and the adventure will begin anew.
Although my intention is that the next time I venture across the cheddar curtain, it will be for a brewery tour!!
And all that oil in a short time is from... 
At the current time (pending further post-mortem inspection) my thinking is that when we were re-lashing the valve-train the #1 inlet valve/guide combo was being opened to the point where the guide went past the guide bore in the head. This would have created a large opening where the oil contained in the base of the head could/would drain virtually unrestricted into the #1 cylinder, not noticed by us. When the attempt for a restart took place, the shared inlet port could/would account for the lessor amount of oil in #2 cylinder. Again, the conclusions may change with further inspection/evaluation.
THE GOOD NEWSAnd as I have been pecking this out, some positive thoughts have occurred to me.
As Chris has stated: "Better on the dyno, than out on the salt." Amen to that.
During all the run-in and warm-ups the jewel was sounding very healthy & had that "crisp" note of a good combination. When it's sounding that good it's hard (for me anyway) to accept disappointment.
Prior to the debacle, during the warm-up run I didn't see, Wisdonm observed that the engine pulled clean up to 9000rpm in 4th (?) gear.
Hmmm,
9000rpm/4.22 gear x 22" tire = 139.58mph!! No aero drag on the rollers of course, but perhaps a reason to be 'optimisty'............
Fordboy
Topic: Milwaukee Midget (Read 3306670 times)