I blame the convertible top. Lol
I couldn't imagine that feeling with it STILL burning oil. So what caused the oil consumption? The cylinder walls were not sealing with the rings? |
Top goes up and down. No problem there.
Machine work seemed to be the cause the first time around. This time, not entirely sure. Some say fuel wash, others blame the ring style but regardless there is a sealing issue so changing things around to a more conventional arrangement should correct the problem. |
Good. Maybe I can finally see it at race wars lol
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Its missing an engine still so very unlikely it will make it.
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Next year, shall be epic. I hope.
Dueling boosted LT1s:twisted: |
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Dueling boosted LT1s makes me happy |
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Nice update man, can't wait to hear all went well on the break-in.
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Time for an update.
It appears we have found the smoking gun regarding the persistent oil consumption. Karl sent the heads to a different shop to get looked over, cleaned up and to install the new Manley valve springs I picked up. The consensus is that the valve seals installed in the first rebuild had come loose and were riding the valve, effectively PUMPING oil into the cylinders. The rings may have been fine. Even though the oil consumption symptoms were very similar, it's tough to say if this was an issue with the original build. The heads were gone through on the first rebuild and nothing was mentioned as being out of the ordinary (besides tell tale signs of valve float). So here is where things stand: - New Diamond custom forged pistons ordered, 2618 material, double diamond coating, H13 pin, machined ring area after coating. These should arrive the first week of November. - New Callies 5.85" forged rods - New Total Seal conventional style rings in hand - New Crower link bar lifters - Block work is done. Just needed a hone. - New King bearings will be installed all around. - Heads have new Manley springs setup to avoid any future valve float Website has been updated. http://www.ellweinengines.com/ERE48/ERE48ReDo.htm |
He likes your steam pipe setup?
:facepalm: No longer idolize |
You can tell him in person when I pick it up. :)
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Nice. Glad you found the culprit!!!
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Well that would do it for sure. Glad you figured out what went wrong this time around
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If only it was ready for race wars :(:(:(
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The work that has gone into this project could fill a HOT ROD issue from front to back cover. I don't understand 3/4 of what you guys talk about and can only imagine what the total COIN must be. You are one lucky guy to have Gina giving you support on this. By now, I would have been living under a rock with a pair of HD ear plugs:lol:!
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She likes to shop too! Amazon prime baby!!
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You are a lucky man. My girl could give 2 s***s about my car lol
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Time for a quick update while everyone waits for their turkey dinner.
Parts are arriving and assembly has started. The engine has an appointment for the dyno on December 13th. The engine will be ran on the dyno with a carb intake for simplicity since our intent is to simply break in the engine (and seat the damn rings!). I have no idea what it will put down NA. After the dyno and a basic inspection to confirm all is well, I will be taking the engine home with me. While I have been waiting, I had the McLeod twin disc rebuilt, input shaft replaced on trans along with a few other small odds and ends. The cylinder heads are complete and needed more work than originally anticipated. The new Manley Nextek springs needed to be setup for around 165-175lbs on the seat but after install as is, the intake pressure was way too high. The intake valve seats needed some machine work to even everything up. Tracking down a proper set of retainers/locks was a mini adventure. Only one set would work for the springs and valves but we got it. Whew. Now for some pics. Karl has been an excellent communicator through this process. I tend to bug him often and he has always gotten back to me quickly whether he has an answer or not. That Diamond sexiness - These are -29cc dished pistons, double diamond coating, gas ports, extra machine work after coating along with a few other things. http://i176.photobucket.com/albums/w...pshqoenqsi.jpg http://i176.photobucket.com/albums/w...psh9ypl7jp.jpg Ring filing. Going for 0.030 per Total Seal chart (these are conventional style rings) http://i176.photobucket.com/albums/w...psxymgqvpm.jpg http://i176.photobucket.com/albums/w...pslgg0u3ai.jpg Crower Link Bar Lifters http://i176.photobucket.com/albums/w...psm6br14oz.jpg Block cleaned/prepped - Green on the bores is Total Seal quick seat. http://i176.photobucket.com/albums/w...pscpaglupe.jpg Rebalanced crank back in her home - endplay around 0.008 which is within spec and where I was originally http://i176.photobucket.com/albums/w...psjp2hdljp.jpg http://i176.photobucket.com/albums/w...psthsoyk7h.jpg New lifters required longer pushrods. Karl amazed me and himself by having the exact part I needed on his shelf. These are Comp Hi-Tech pushrods. Same brand/model I had before, just longer (7.2 vs 7.5) http://i176.photobucket.com/albums/w...pscp9bmnw4.jpg New Callies 4340 forged 5.85 rods arrived! http://i176.photobucket.com/albums/w...psbywiw7xs.jpg |
Those are some nice parts! Those pistons are insane!! I like how the end play is around .008.....like that is some rough measurement :lol:
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wow. what an engine lol
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That is some serious sexiness going on there.
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