Forged Iron 370 / AFR 225's / Truck Manifolds / PT88
12-18-2010, 12:18 PM
#227
I have since discovered that it caused some other problems as it is pushing forward on everything including my crank. I'm pretty sure that I have to pull the motor and change some bearings as a result. I have a forged slip yoke on order that should be here in the next few days. I have replaced 3 standard slip yokes in the last year because I keep twisting up the splines in them but figured better the splines than the output shaft. Not anymore as I'm ready to replace this transmission. It has gone far and above the call of duty already and owes me nothing.
12-18-2010, 02:44 PM
#228
On The Tree
Join Date: Jun 2005
Location: Wasilla AK
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I have been reading all of this tread and your other one and im pulling as much info as I can for putting my setup together it will close to yours just with a M9 rear a 4l80 and in a thirdgen on a diet
maybe ill do a build thread but im like you get the car on the road and the computer is the last place ill be when there are parts to get changed
maybe ill do a build thread but im like you get the car on the road and the computer is the last place ill be when there are parts to get changed
01-10-2011, 12:09 AM
#229
Anyone who was at our track rental saw that I was having major struggles with traction. Usually my car hooks on low power and if I turn it up too much on the launch it hooks too much and goes up in the air. Also if you saw the video, my rear end was lifting alot on the launch. Right before I went to make my last pass I noticed that my oil pressure was down to around 30-31 psi at idle when it's usually closer to 36-37 psi hot. I decided not to make that last pass and live to fight another day. Got home without issue and with plenty of pressure while cruising and no odd sounds coming from the motor. I pulled the filter, brought it to Mike @ TEC and he told me there was definetly bearing wear happening due to the gold sheen in the oil.
My driveshaft slip yoke that slides into the transmission twisted the splines and and had my entire suspension in a bind. This is why my rear was lifting on the launch and it was jamming the entire driveline into the crank shaft. I got the main caps off tonite and here they are starting from front to back. You can see that the 3rd one is completely hosed. Thats the thrust bearing and you can see the extreme wear on the side from the crankshaft getting jammed forward. The 4th one was about to spin and is also in bad shape. The back one didn't look all that bad.
I'm going to pull the rod caps tomorrow but I doubt I'll find anything wrong with them.
Heads, pistons, and bores all looked great.
My driveshaft slip yoke that slides into the transmission twisted the splines and and had my entire suspension in a bind. This is why my rear was lifting on the launch and it was jamming the entire driveline into the crank shaft. I got the main caps off tonite and here they are starting from front to back. You can see that the 3rd one is completely hosed. Thats the thrust bearing and you can see the extreme wear on the side from the crankshaft getting jammed forward. The 4th one was about to spin and is also in bad shape. The back one didn't look all that bad.
I'm going to pull the rod caps tomorrow but I doubt I'll find anything wrong with them.
Heads, pistons, and bores all looked great.
01-10-2011, 09:22 PM
#233
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Another thing i was thinking after re-reading your post was if the splines are twisted then there is alot of force at least in the trans. I may be wrong but i wonder if the trans has any damage internally. not sure what trans you are running but there are probably thrust washers in there too no? I would think that whatever that output shaft is splined to would take an abnormal pounding too. I could be wrong but the twisted splines arent good.
01-11-2011, 09:09 AM
#235
Another thing i was thinking after re-reading your post was if the splines are twisted then there is alot of force at least in the trans. I may be wrong but i wonder if the trans has any damage internally. not sure what trans you are running but there are probably thrust washers in there too no? I would think that whatever that output shaft is splined to would take an abnormal pounding too. I could be wrong but the twisted splines arent good.
What I am being told and it makes sense from having been inside the trans is that the input shaft and the output shaft dont touch. Meaning that pushing on one shouldn't effect the other. I've now also been told that if the converter was ballooning, it would take out the transmission pump way before hurting the crank. So that just leaves the mains walking I guess. I'm going to see my engine builder this morning so that he can check out the stuff and see what he says. Hope to have an update tonight.
One thing to keep in mind is that this is not a race car that was loaded on a trailer to go to the track, made 3-5 passes and back on the trailer. This thing is driven alot and have been together for a year and half with atleast 8 8sec passes and she's heavy. I'm kind of bad about changing the oil also which I plan to get better at doing.
In short, no other motor that I have had has gone this fast or lasted this long. They also all came apart in an ugly way where as this is just a freshning up so to speak as no machine work will be required. As I said in another thread, the top fuel guys do this work between every round. We're talking about a $500 fix here.
Mystery solved. None of the above. Crank is bent .006.
01-11-2011, 12:42 PM
#238
No aftermarket for me. Going to shove another stock one in there and call it a day. If I can get 18 months out of a stocker and have an excuse to freshen the motor once a year, I'm VERY OK with that. As a result of tearing this down I found a pretty good exhaust manifold leak that I was not aware off. MO BOOST 
Score! MIke @ TEC hooked it up. He found one for me and it's balanced and ready to go. I picked up the rod bearings today and the mains will be in tomorrow. Mike also hooked me up with the part #'s for what I needed, Torque specs, and specialty tools. Short block will be assembled by midnight Friday. I should have the exhaust manifolds back from Fuzion Coatings on friday afternoon. I ordered a set of ARP studs for the exhaust manifolds but they wont be here till Monday or Tuesday. Hope to get the wiring done over the weekend and start tuning by middle of next week with the Holley HP computer that we have laying around for a buddy's build in progress. I should have my Dominator in by the end of the following week and be able to do some WOT tuning and maybe get on the track. I'm stocked to be back on schedule.
Score! MIke @ TEC hooked it up. He found one for me and it's balanced and ready to go. I picked up the rod bearings today and the mains will be in tomorrow. Mike also hooked me up with the part #'s for what I needed, Torque specs, and specialty tools. Short block will be assembled by midnight Friday. I should have the exhaust manifolds back from Fuzion Coatings on friday afternoon. I ordered a set of ARP studs for the exhaust manifolds but they wont be here till Monday or Tuesday. Hope to get the wiring done over the weekend and start tuning by middle of next week with the Holley HP computer that we have laying around for a buddy's build in progress. I should have my Dominator in by the end of the following week and be able to do some WOT tuning and maybe get on the track. I'm stocked to be back on schedule.
01-12-2011, 07:29 PM
#240
I noticed you have a t4 exhaust with a .96....what size downpipe is coming off of that turbo, 3.5"? I have a 383 with a precision 78mm t4 .96ar, 3" exhaust, and everyone (well a lot of people) say the turbo will start to back up around 15 psi (want to run around 20 on race gas). Does that turbo fall off at all up top? I know you have a few less cubes, but not much....should be about the same....any advice would be helpful. Thanks,
Dennis
Dennis