Forged Iron 370 / AFR 225's / Truck Manifolds / PT88
08-30-2011, 04:20 PM
#361
Just a quick update. I dropped the motor and trans Sunday night and pulled the heads today and took them to the machine shop. I was really expecting to see a blown head gasket or 2. No such luck. There does seem to be a problem with one of the heads not having sealed properly to the head gasket. It is possible that from the last rebuild, my surface wasn't perfect as I didn't have them checked. The builder is going to mill the minimum to get them flat and I'll post up how much that ends up being.
With regards to the hot oil pressure, I think it has more to do with how hot it is getting because of the combustion leaking into the cooling system. At 210*F+ it drops to about 25psi at idle. Under WOT throttle it's 60+. Builder told me to leave. While the motor is out, I will be adding an Improved Performance bolt-in oil pan baffle. This is to resolve a completely unrelated issue of oil pressure loss that is common under hard acceleration due to the oil moving away from the pickup off the line. If I find bearing material in the pan, then I'll dig in farther.
Next she is going to my fabricator friend to switch over to the new T6 1.00 A/R exhaust housing, move the IC up and forward a little, delete the hood latch bracket and install the Aerocatch hood latches. This should help get some more fresh air up to the radiator.
With regards to the hot oil pressure, I think it has more to do with how hot it is getting because of the combustion leaking into the cooling system. At 210*F+ it drops to about 25psi at idle. Under WOT throttle it's 60+. Builder told me to leave. While the motor is out, I will be adding an Improved Performance bolt-in oil pan baffle. This is to resolve a completely unrelated issue of oil pressure loss that is common under hard acceleration due to the oil moving away from the pickup off the line. If I find bearing material in the pan, then I'll dig in farther.
Next she is going to my fabricator friend to switch over to the new T6 1.00 A/R exhaust housing, move the IC up and forward a little, delete the hood latch bracket and install the Aerocatch hood latches. This should help get some more fresh air up to the radiator.
08-30-2011, 06:27 PM
#363
Standard ARP studs and stock 6.0 MLS gaskets. Going to be trying out the LS9 gaskets this go round.
On another note. The stock exhaust MLS gaskets with the copper spray didn't leak even a tiny bit of exhaust pressure upon removal inspection.
On another note. The stock exhaust MLS gaskets with the copper spray didn't leak even a tiny bit of exhaust pressure upon removal inspection.
08-31-2011, 10:44 AM
#365
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Just a quick update. I dropped the motor and trans Sunday night and pulled the heads today and took them to the machine shop. I was really expecting to see a blown head gasket or 2. No such luck. There does seem to be a problem with one of the heads not having sealed properly to the head gasket. It is possible that from the last rebuild, my surface wasn't perfect as I didn't have them checked. The builder is going to mill the minimum to get them flat and I'll post up how much that ends up being.
With regards to the hot oil pressure, I think it has more to do with how hot it is getting because of the combustion leaking into the cooling system. At 210*F+ it drops to about 25psi at idle. Under WOT throttle it's 60+. Builder told me to leave. While the motor is out, I will be adding an Improved Performance bolt-in oil pan baffle. This is to resolve a completely unrelated issue of oil pressure loss that is common under hard acceleration due to the oil moving away from the pickup off the line. If I find bearing material in the pan, then I'll dig in farther.
Next she is going to my fabricator friend to switch over to the new T6 1.00 A/R exhaust housing, move the IC up and forward a little, delete the hood latch bracket and install the Aerocatch hood latches. This should help get some more fresh air up to the radiator.
With regards to the hot oil pressure, I think it has more to do with how hot it is getting because of the combustion leaking into the cooling system. At 210*F+ it drops to about 25psi at idle. Under WOT throttle it's 60+. Builder told me to leave. While the motor is out, I will be adding an Improved Performance bolt-in oil pan baffle. This is to resolve a completely unrelated issue of oil pressure loss that is common under hard acceleration due to the oil moving away from the pickup off the line. If I find bearing material in the pan, then I'll dig in farther.
Next she is going to my fabricator friend to switch over to the new T6 1.00 A/R exhaust housing, move the IC up and forward a little, delete the hood latch bracket and install the Aerocatch hood latches. This should help get some more fresh air up to the radiator.
08-31-2011, 10:54 AM
#367
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Hahaha, yeah, but that 60 lbs I lost off me will almost make up for the added weight from the iron block!!!
If you lived closer by i'd tell you to come work out with us so we could get your raceweight down a little too! You should talk to Wiz though, I don't think his place is too far from you and he does the same stuff.BTW, funny part about your statement is that guys like Dave and Darrell that knew me when I first moved here thought it was weird seeing me at 325 cuz I was the way I am now when I first met them, but I met you guys when I was heavy, so it's weird for you guys seeing me slimmed down and in shape.
08-31-2011, 11:08 AM
#368
I remember seeing this thing waaaay back when I was a young punk with a 4cyl s-10 on here dreaming about having a turbo f-body one day. They say don't ever stop reaching for your dreams and now I've finally got one that I love. Los your build once again was an inspiration for me to get one and experience what this was all about, as I have been a chevy man all my life.
Cant wait to see you get the cobrakiller back in action!!!
Cant wait to see you get the cobrakiller back in action!!!
08-31-2011, 03:03 PM
#370
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Well I'm glad I decided to pull some main caps. #2 is wasted as seen below between 1 and 3 which are in good shape.
http://i26.photobucket.com/albums/c1...8/IMAG0065.jpg
#4 was even worse pictured below to the right of #3.
http://i26.photobucket.com/albums/c1...8/IMAG0066.jpg
http://i26.photobucket.com/albums/c1...8/IMAG0065.jpg
#4 was even worse pictured below to the right of #3.
http://i26.photobucket.com/albums/c1...8/IMAG0066.jpg
08-31-2011, 04:53 PM
#371
Stock crank with stock bearings, I'm not sure. I've decided to take it to Mike @ TEC and let him figure it out. Could be line bore from the last time. Could be flexing the stock crank. Could be wrong tolerances. I just don't want to have to pull it again for a WHILE.
Well, it looks like the heads were the culprit behind the cooling issues and pressure in the cooling system. I thought that it was a blown headgasket originally but when I took the heads off, the gasket looked good.
I brought the heads to my engine builder Monday and dropped them off (2 days before I brought the rest of the longblock). He was supposed to have the bottom end tore down today but he didn't get a chance to get to it yet. He will be doing it Tuesday for sure.
Anyway's, back to the heads. When I dropped them off, he showed me a spot where it didn't look like they had good seal on the gasket. Today I found out that he had to take .015 off them in order to get them flat which to me is a good thing as it makes me feel good about that problem being identified and resolved.
I got the bolt in oil pan baffle from Improvedracing.com today. Nice piece and should help a good bit under hard acceleration at keeping oil around the pickup.
It'll be a little while before I get to test it's functionality as my headgasket replacement turned into a full on rebuild.
Well, it looks like the heads were the culprit behind the cooling issues and pressure in the cooling system. I thought that it was a blown headgasket originally but when I took the heads off, the gasket looked good.
I brought the heads to my engine builder Monday and dropped them off (2 days before I brought the rest of the longblock). He was supposed to have the bottom end tore down today but he didn't get a chance to get to it yet. He will be doing it Tuesday for sure.
Anyway's, back to the heads. When I dropped them off, he showed me a spot where it didn't look like they had good seal on the gasket. Today I found out that he had to take .015 off them in order to get them flat which to me is a good thing as it makes me feel good about that problem being identified and resolved.
I got the bolt in oil pan baffle from Improvedracing.com today. Nice piece and should help a good bit under hard acceleration at keeping oil around the pickup.
It'll be a little while before I get to test it's functionality as my headgasket replacement turned into a full on rebuild.
09-06-2011, 11:49 AM
#372
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I have the same 160's in my turbo v6 and experience the same idle quality and have to tune them rich to get it to idle as well. Do you think the 120's will be enough for you at the boost levels you will be running on E85? Are you running 8 injectors (doesn't the holley ECM have the ability to run more than 8)
On a separate note I have read through your posts and picked up boosts levels as they correlate to et/MPH. I think it would be awesome to see a single post showing at what boosts levels gave you a given ET/MPH. I realize that the car has had MANY modifications along the way that will effect this, But inquiring minds want to know.
Thanks again for these posts I have really enjoyed them!
On a separate note I have read through your posts and picked up boosts levels as they correlate to et/MPH. I think it would be awesome to see a single post showing at what boosts levels gave you a given ET/MPH. I realize that the car has had MANY modifications along the way that will effect this, But inquiring minds want to know.
Thanks again for these posts I have really enjoyed them!
09-08-2011, 07:14 PM
#373
Well the autopsy is complete and the results are in. Crank was bent .005. When he went to do the linebore, he saw that #4 main cap was damaged. He believes that when I bent the crank the last time around, it tweaked the #4 main cap which led to the current problem this time around. He replaced the main cap and put a fresh line bore on the block. All is good now with the block. Cylinder bores were perfect.
I'm done ******* around with stock cranks. Just having him order me a stock stroke Eagle forged crank, fresh balance, new bearings and slap it back together. I do remember reading something somewhere about Eagle cranks having some issues lately. I had a 4" stroke Eagle crack on me years ago. Anyone familiar with any issues on the Eagle before he gets it ordered tomorrow?
I believe that the 120's should get me to 1000 rwhp. I have not made that yet. Not sure how additional injectors are setup with the Holley. I haven't played with any of that yet but I shouldn't need to.
As far as boost levels, I went the fastest at 22 psi (8.98 @ 153). 17 psi got me a 9.33 @ 144ish. Please keep in mind that I have not been down the track with the Holley ECU and all of the great logging features. My first 8 sec pass came with a stock 98 PCM that would only log to 15 psi so I was just fudging the tune. Then I didn't with the AEM and that at least showed me the actual KPA values but the logger in that software is junk so data acquisition was not the best. Once I get her all back together, I should have some new, good data. Unfortunately, it wont be apples to apples. I now have a powerglide in the car with a fully functional tbrake and travel limiters that should allow me to run some solid 1.2 60's as well as perform better out the back door. I will also have a larger T6 1.00 A/R exhaust housing on her and have much more solid fuel control thanks to the Holley ECU. Hopefully I'll be ready just in time for the good air. My only concern at this point will be that the track is starting to crack down on tech and I wont be able to make very frequent passes.
I'm done ******* around with stock cranks. Just having him order me a stock stroke Eagle forged crank, fresh balance, new bearings and slap it back together. I do remember reading something somewhere about Eagle cranks having some issues lately. I had a 4" stroke Eagle crack on me years ago. Anyone familiar with any issues on the Eagle before he gets it ordered tomorrow?
I have the same 160's in my turbo v6 and experience the same idle quality and have to tune them rich to get it to idle as well. Do you think the 120's will be enough for you at the boost levels you will be running on E85? Are you running 8 injectors (doesn't the holley ECM have the ability to run more than 8)
On a separate note I have read through your posts and picked up boosts levels as they correlate to et/MPH. I think it would be awesome to see a single post showing at what boosts levels gave you a given ET/MPH. I realize that the car has had MANY modifications along the way that will effect this, But inquiring minds want to know.
Thanks again for these posts I have really enjoyed them!
On a separate note I have read through your posts and picked up boosts levels as they correlate to et/MPH. I think it would be awesome to see a single post showing at what boosts levels gave you a given ET/MPH. I realize that the car has had MANY modifications along the way that will effect this, But inquiring minds want to know.
Thanks again for these posts I have really enjoyed them!
As far as boost levels, I went the fastest at 22 psi (8.98 @ 153). 17 psi got me a 9.33 @ 144ish. Please keep in mind that I have not been down the track with the Holley ECU and all of the great logging features. My first 8 sec pass came with a stock 98 PCM that would only log to 15 psi so I was just fudging the tune. Then I didn't with the AEM and that at least showed me the actual KPA values but the logger in that software is junk so data acquisition was not the best. Once I get her all back together, I should have some new, good data. Unfortunately, it wont be apples to apples. I now have a powerglide in the car with a fully functional tbrake and travel limiters that should allow me to run some solid 1.2 60's as well as perform better out the back door. I will also have a larger T6 1.00 A/R exhaust housing on her and have much more solid fuel control thanks to the Holley ECU. Hopefully I'll be ready just in time for the good air. My only concern at this point will be that the track is starting to crack down on tech and I wont be able to make very frequent passes.
09-09-2011, 08:00 AM
#380
https://texas-speed.com/p-469-callie...-crankshaft.as
Seems like the only other options, outside of the stock LSA stuff...
