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Tearing apart the engine core. I have numerous hub pulling
tools.
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This is the view after removing the windage tray and oil pump.
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#6 rod bearing is spun. The rest are mostly ok.
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It is a nice day today and so I have the garage door
open. Good light for photos.
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Main caps off.
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Crank shows #6 rod and #4 main spun.
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In the mean time...the oil cooler/oil filter adapter is cracked in
half.
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Maybe this caused coolant to seep into the oil and contaminate it,
which caused the rods/mains to spin.
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Look at the cam bearings. They are all in brand new condition.
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Cam bearing is absolutely perfect conditon.
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The front cam bearing is pristine.
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Notice the black heat damage at #4 main.
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Here is a close up. This is from the spun main bearing.
The heat blackens the journal and makes it brittle. I will
have the machine shop check for cracks.
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It is possible that this is brittle and cracked but chances are it
is ok. I have a 350 LT1 that has 2 blackened mains and it is
still running strong after 10 years.
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The block is ready for the machine shop.
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The mains will be align honed using ARP and Milodon studs.
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Balance notes: Data for the balance shop.
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Howard's billet rods, (6.0")
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Rod is simply checked to see if it is in fact 671g total like the
rod build card says.
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It is 470g big end and 201g small end via the card and 671g total
verified. by scale.
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Neat packaging of the billet rods.
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Love the shipping box for the rods.
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For the piston/rings etc I weigh all
separate and then all as a set. Piston 413g, Rings 35g, locs
2g, Pin 116.5g (and weighed as a unit = 566.6g)
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The block came back from the machine shop blessed off and in good
shape. So now I mock up the rotating assembly and mark the
block for clearance grinding.
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Mahle piston and billet rod.
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Another photo of the billet rods.
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Crank in place. This counterweight is wide and I need to give
extra clearance at this spot.
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Rod/piston in and the block is marked at each location for grinding.
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Block is now clearanced and cleaned. Time to move
forward. Camshaft in.
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Swain coated main and rod bearings.
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Howard's forged crankshaft.
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bearing/assembly lube.
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Caps on and torqued. Thrust is .007"
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Piston/rod assembly.
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Nice view of the billet Howard's rod and Mahle piston.
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Ready for piston rings.
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Ring file-fitting. Top at .022" and 2nd at .024"
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Rod bearing clearance .0022"
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Degree of cam. It should be 106 ICL
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Nice view of the Rollmaster timing set from Scoggin-Dickey
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Cam timing at 106 ICL (with the crank sprocket at -2)
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Installing the pistons.
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A photo of the Swain coated rod bearings.
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Stretch rod bolts to .005"
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Clearanced just enough.
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Bottom.
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Cleaned up the windage tray and bend the center of it to clear the
rods.
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Oil pump pickup at about 7.5"
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Block head-deck cleaned and ready for gasket.
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Piston is .010" down in the hole. This is a GM Impala
gasket at .029"
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Head bolts with stainless outer row.
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Ai provided pushrod length checker.
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7.050"
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Water pump drive hole sealed with Kennedy $.50 piece.
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Oil pan cleaned and blown with air.
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I'll touch up that oil pan later with POR15
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Oil pressure check...60psig.
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Prep for intake manifold
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Photo of the SFI spec damper.
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New rear main seal installed, a bit more paint added in spots that
were blocked by the engine stand.
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Pushrods arrived yesterday. Installed today and set a 1/2 turn
past zero lash.
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