speedtigger

iTrader: (16)

You don't get oil coming out of your breather?

big hammer

My engine seems to have no windage issues

spanks13

iTrader: (5)

The passenger valve cover is tied into the intake tube like stock so I don't really know.

Patron

If this is near what you have Diet may have answered the problem in ? What's up DC where ever you are.

https://ls1tech.com/forums/generatio...everywher.html


Lance I messed up on the formula .......... just balled parked it. No longer need the formula. Faster and easier. Besides a million reference builds. Thanks again!

Patron

I had read and heard of the same problem with the *intake valley*along with factory covers. When I was buying parts I called Improved Racing purchased the later model valley cover....etc pickup brace, scrapper etc. ProForm valve covers with a new catch can both from Jegs.

http://www.improvedracing.com/engine...kit-p-633.html

speedtigger

iTrader: (16)

I would bet you are pressuring the crank case and pushing oil into your PVC.

speedtigger

iTrader: (16)

This was my solution to a 4" crank at 7500 RPM.

Patron

Cool! Welded it in as I assumed to allow breathing.

Speed

my406cid

Wouldnt those two engine combos require two different camshafts?

Patron

Yeap. We can always add more duration with the 4 incher without TQ loss vs the smaller crank. You could use less intake duration to help Tq with the bigger bore Yet loss HP. No comment=Falling further behind.
Just messing with you. It's all depends on the combo the shorter stroke more than likely wouldn't need that much cam duration.

Speed I'll need some help and thoughts on running a 3 qrt sump.

pantera_efi

iTrader: (1)

Hi Spanks, I agree with your "in neutral" observation.

There are some items that may effect engine balance.
I would like to see you post your Balance Sheet ?
I have found that the weight of the oil, attached to the crankshaft/rods, effects the engine balance.
The cure is to "overbalance" as RPM increases, increase the %.
This effect is greater when the car is accelerating.

The tune quality is effected by the crankshaft TW tooth count.
The 24xe = a two degree Spark Accuracy
The 58x = a 1/4" degree Spark Accuracy

My ECU-882C is a Degree Bases EMS
This allows for Crankshaft Acceleration Measurement.
I have measured this for forty years finding much lower acceleration rates when a 60-2 TW is fitted to the crankshaft compared the a 24 tooth TW.
( a six degree/fifteen degree difference in spacing)
I have completed over 400 Chassis Dyno tests.
When I arrive, I ask for the Torque/HP filters to be set at the Lowest OR Off.
I can then read the HP graph to find the "jitters" allowing me to improve the tune by removing/adding Spark Advance OR making changes to the Fuel Curve.

When my customer states a "rough" engine, I am concerned.

I have found an engine with too much Spark Advance will produce Crankcase Pressure greater than what is common.

Lance