block rear oil mod, learn from my mistake
12-16-2010, 07:00 AM
#42
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Oh, no problem, just making a comment. The work you did on the cover looks really good. I think it will work much better than stock. The only thing I would be careful about is the thickness of the cover, make the groove wide not deep.
12-16-2010, 10:45 PM
#47
I'm under the impression that all LSx enthusiasts "know" the gen 4 pumps are upgraded. I can't recall if it's for the DoD ( "AFM" ) or the VVT, or both, ( maybe it's not ALL gen 4 pumps after all ) but I've noted that I'm planning a ported pump with a shimmed pressure spring. I'll be showing my pump porting in a few days.
Anyone wanting to try anything unproven, like what I've shown in this thread, assumes all risks, since I'm not advocating any of this. Certainly not until I can do real testing.
Anyone wanting to try anything unproven, like what I've shown in this thread, assumes all risks, since I'm not advocating any of this. Certainly not until I can do real testing.
12-19-2010, 01:46 PM
#50
Have you read the thread? No, not all have matching passages. Anything pre-04 does not & it causes a delay in top end oiling.
12-19-2010, 01:55 PM
#51
I like this idea and this thread brought this issue to my attention. Thanks! When I first put in new lifters it took FOREVER for them to fill up with oil even though I soaked them in hot oil!
This section on a 99 LS1 is aluminum? I wouldn't know cause I haven't torn down my LS1 yet.
This section on a 99 LS1 is aluminum? I wouldn't know cause I haven't torn down my LS1 yet.
12-19-2010, 03:20 PM
#52
FormerVendor
I actually know some race shops that block that side back off on the ones with the channel cut bigger back there!
They want to keep primary oil pressure going to the crank first but yes those lifters on that side get more oil pressure.
Maybe VVT and DOD need more oil pressure to that side so they complete the oil into a ring front and back like this so oil can come from both sides and have the slightly higher vol pump too.
I just leave it all alone and never ever see any problems anyway.
They want to keep primary oil pressure going to the crank first but yes those lifters on that side get more oil pressure.
Maybe VVT and DOD need more oil pressure to that side so they complete the oil into a ring front and back like this so oil can come from both sides and have the slightly higher vol pump too.
I just leave it all alone and never ever see any problems anyway.
12-19-2010, 06:08 PM
#53
I actually know some race shops that block that side back off on the ones with the channel cut bigger back there!
They want to keep primary oil pressure going to the crank first but yes those lifters on that side get more oil pressure.
Maybe VVT and DOD need more oil pressure to that side so they complete the oil into a ring front and back like this so oil can come from both sides and have the slightly higher vol pump too.
I just leave it all alone and never ever see any problems anyway.
They want to keep primary oil pressure going to the crank first but yes those lifters on that side get more oil pressure.
Maybe VVT and DOD need more oil pressure to that side so they complete the oil into a ring front and back like this so oil can come from both sides and have the slightly higher vol pump too.
I just leave it all alone and never ever see any problems anyway.
Interesting to hear that some race shops block it off. Race engines can be built w/ more bearing clearance. That's probably why they do it. On a street engine, there isn't the extra volume requirement because there is less clearance to fill.
Regarding DOD; it's not only the DOD engines. From sometime in 04 through I think now on LS6 (not DOD) crate engines there is the larger slot in the rear of the block.
Agreed, the stock "no rear slot" engine can run just fine for the life of the engine. Problem can arise when guys jump on it right after starting...before the top end get sufficient oiling.
12-21-2010, 05:40 AM
#57
Looks good to me. Just be careful about using an oil pump that sends larger than stock volume because it is possible to pump oil faster than is returning to the oil pan. This is especially dangerous in higher RPM hard corners where oil has moved toward one side of the oil pan. The combination of a high volume pump & hard cornering can lead to oil starvation.
12-21-2010, 09:33 AM
#58
That's a good point.
I have both engines apart, so I can do some grinding to improve oil drain-back.
My 6.0 will be test-fit into my Fiero while I'm saving up for an LS3, so the Fiero gets the '05-'06 LS2 'vette oil pan. I chose that pan because it was designed for prolonged 1g forces in every direction. If the pump empties that pan, there's always the LS4 pan. It holds more oil.
That one will then go in the '06 GMC Sierra 1500, with the big deep truck pan.
The 5.3 may be bored to 5.7L, then fitted with the '98-'02 Z28 pan, for a test fit in another car before a hopefully turbocharged life in my old Trans Am. If turbocharged, then it'll stay a 5.3L. But anyway, I understand there's an aftermarket baffle for this pan, that sits down in the sump area. I had the info, when I re-find it I'll be ordering one.
However it turns out, reports will follow.
I have both engines apart, so I can do some grinding to improve oil drain-back.
My 6.0 will be test-fit into my Fiero while I'm saving up for an LS3, so the Fiero gets the '05-'06 LS2 'vette oil pan. I chose that pan because it was designed for prolonged 1g forces in every direction. If the pump empties that pan, there's always the LS4 pan. It holds more oil.
That one will then go in the '06 GMC Sierra 1500, with the big deep truck pan.
The 5.3 may be bored to 5.7L, then fitted with the '98-'02 Z28 pan, for a test fit in another car before a hopefully turbocharged life in my old Trans Am. If turbocharged, then it'll stay a 5.3L. But anyway, I understand there's an aftermarket baffle for this pan, that sits down in the sump area. I had the info, when I re-find it I'll be ordering one.
However it turns out, reports will follow.
