1965 Skylark LQ9 Retrofit / Swap - Build Thread
05-21-2011, 06:36 AM
#281
Today I tore my LQ9 down to install the new LS7 lifters. What I found was that the new lifters were absolutely identical to the old lifters. Same dimensions, and same appearance. This may explain the .130" preload that was measured in my stock LQ9. If LS2/LS7 lifters are .050" taller in the the plunger cup area than the old LS lifters as is often said and they did not install shorter pushrods in these motors to compensate, then we can expect all 2004 and newer LQ9s to have around .130" preload. So does this mean that all 2004 and newer LS motors have the same .130" preload from the factory? Or, did they start putting shorter pushrods in the newer motors? It would be nice to know these answers.
05-21-2011, 10:58 AM
#282
I disassembled the lifters out of the engine. The only thing that I saw that might explain the noise was the small amount of tar sludge in the very bottom of the lifter body and inside the piston/plunger body. Perhaps this stuff was moving around and gumming up the works.
The good news is that the roller tips and the cam lobes all looked perfect. This does not surprise me because when I cut open the oil filter, it was clean as a whistle inside.
The lifters are soaking, so next time I have some extra time I will start re-assembly.
The good news is that the roller tips and the cam lobes all looked perfect. This does not surprise me because when I cut open the oil filter, it was clean as a whistle inside.
The lifters are soaking, so next time I have some extra time I will start re-assembly.
05-27-2011, 07:58 PM
#284
I haven't worked on it since I tore it down. I received my rockers today. So, when I get a little extra time, I will re-assemble it. After spending every evening and weekend at my friends shop for two months, I got a little burnt out on it. Now that it is in my garage at home, I can work on it at my own pace which is nice.
05-29-2011, 08:03 AM
#285
I can't way to see why you had lifter noise. Hopefully it's eliminated soon.
06-18-2011, 02:58 PM
#291
Great thread! I read all of it the other day, and just now got a chance to post!!! Good luck finishing it up.
I wanted to point out something I read,
Actually the reason the auto industry went returnless was emissions, the idea is that when you are running fuel all the way to the engine then sending the unused fuel back to the tank, it gets heated up at the engine then sent back to the tank hot, which heats the fuel in the tank. Hot fuel gives off more HC emissions then cold fuel.
I can see the idea behind this, but unless you were exceeding the limits of your pump your not going to drop below your regulators specified pressure, the regulator will maintain specified fuel pressure as long as your pump can supply it.
With that second one its hard to put what i am thinking into words, but i can tell you, that when Porsche (what i work on everyday) went returnless the fuel lines remained the same size, including the Turbo/GT3 variants. Not to mention that I have never seen/heard any mention of that as a downside of returnless in any of my training.
Mark
I wanted to point out something I read,
You don't have to have a return line or an external regulator. I chose to do it for 2 reasons.
1. Return systems keep the fuel in the line fresh and will keep the fuel cooler to eliminate the possibility of vapor lock in the hot Florida summers.
2. Return systems can deliver more fuel. The reason is the regulator is next to the carb. This allows me to turn the internal regulator inside the pump up to maximum. So, the pump will be able to raise the entire line pressure to deliver more fuel through the same sized fuel line at peak demand.
Oh, and one more potential benefit. If I ever decide to go fuel injection, the return line is already plumbed.
1. Return systems keep the fuel in the line fresh and will keep the fuel cooler to eliminate the possibility of vapor lock in the hot Florida summers.
2. Return systems can deliver more fuel. The reason is the regulator is next to the carb. This allows me to turn the internal regulator inside the pump up to maximum. So, the pump will be able to raise the entire line pressure to deliver more fuel through the same sized fuel line at peak demand.
Oh, and one more potential benefit. If I ever decide to go fuel injection, the return line is already plumbed.
Return systems keep the fuel in the line fresh and will keep the fuel cooler
Return systems can deliver more fuel.
With that second one its hard to put what i am thinking into words, but i can tell you, that when Porsche (what i work on everyday) went returnless the fuel lines remained the same size, including the Turbo/GT3 variants. Not to mention that I have never seen/heard any mention of that as a downside of returnless in any of my training.
Mark
06-18-2011, 03:12 PM
#292
With that second one its hard to put what i am thinking into words, but i can tell you, that when Porsche (what i work on everyday) went returnless the fuel lines remained the same size, including the Turbo/GT3 variants. Not to mention that I have never seen/heard any mention of that as a downside of returnless in any of my training.
Mark
Mark
As far as my return system, my car is carbureted. Carbureted cars in the Florida heat can vapor lock badly due to the needle and seat system on the fuel bowls. In fact, my factory set up would vapor lock almost every time on the first pass before the car had a chance to cool from the trip to the track.
In the old days, you would see fuel "cool cans" everywhere at the drag strip in an effort to alleviate this problem. For me, the return system was a great way to assure this would never happen without using an ugly cool can or chasing ice.
I can see the idea behind this, but unless you were exceeding the limits of your pump your not going to drop below your regulators specified pressure, the regulator will maintain specified fuel pressure as long as your pump can supply it.
Last edited by speedtigger; 06-18-2011 at 03:18 PM.
07-01-2011, 06:32 PM
#294
I found a little extra time tonight and I started to put my car back together only to find I am 1 head gasket short. When the GM parts driver dropped it off, he told our office girl there were two head gasket per package. Well, there isn't. So, now I have all my parts prepped and ready to go and only 1 head gasket on a holiday weekend.
Last edited by speedtigger; 07-01-2011 at 06:46 PM.
07-02-2011, 09:50 AM
#296
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I found a little extra time tonight and I started to put my car back together only to find I am 1 head gasket short. When the GM parts driver dropped it off, he told our office girl there were two head gasket per package. Well, there isn't. So, now I have all my parts prepped and ready to go and only 1 head gasket on a holiday weekend.
You sure this 100* heat did'nt have something to do with the head gasket getting "lost", LOL. "get ur done". Ron
07-02-2011, 10:15 AM
#298
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Working on a car seems to come in fits and starts (and stops). They can sit for months with nothing done and then get lots done in hours.
Last night, for the first time, I took my car to our local car show/hangout . It is finally on the road. I bought/started working on this car in July of 2009.
Last night, for the first time, I took my car to our local car show/hangout . It is finally on the road. I bought/started working on this car in July of 2009.
07-02-2011, 01:18 PM
#299
Well, I drove 20 miles down to the big Chevy warehouse only to have the counter man tell me that the computer showed they had a 12589227 head gasket, but it is not on the shelf. 
I was a little displeased with him so he sold me a pair of 12610046 head gaskets at cost. I paid $50.25 for the pair. So, now I have an extra 12589227 head gasket.
I was a little displeased with him so he sold me a pair of 12610046 head gaskets at cost. I paid $50.25 for the pair. So, now I have an extra 12589227 head gasket. Last edited by speedtigger; 07-02-2011 at 02:19 PM.
07-02-2011, 07:01 PM
#300
Well, I drove 20 miles down to the big Chevy warehouse only to have the counter man tell me that the computer showed they had a 12589227 head gasket, but it is not on the shelf. I was a little displeased with him so he sold me a pair of 12610046 head gaskets at cost. I paid $50.25 for the pair. So, now I have an extra 12589227 head gasket.
I was a little displeased with him so he sold me a pair of 12610046 head gaskets at cost. I paid $50.25 for the pair. So, now I have an extra 12589227 head gasket.