Stock rings and rod bearings
#1
Stock rings and rod bearings
I am looking for the part numbers for stock rings and rod bearings for my lt1. I pulled the heads today and I found the rings are a little worn, but the cylinder walls look great only 64k on the block. I think the rings wore down a little from me installing my cam incorrectly a few years ago when I was far less knowledgeable. I think I can get away with installing new rings and rod bearings, I am going to hit the cylinders with a ball cylinder hone. If someone can give me the part numbers for the stock rings and rod bearings that would be great.
#3
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#7
Well my uncle is telling me they are bad because the pistons move around in the cylinders; some move side to side more than others. I was burning a lot of oil, but the car did not smoke.
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#8
#9
That was what I was thinking, but I was not sure so I did not argue with him. Is there a way to test the rings with the heads off? I should of ran a compression and leak down test just before removing the heads.
#11
I lost over 2qts in less than 3,000mi; no oil leaks. When we removed the heads we found that the driver side head gasket did not look good around the oil jackets and there was a really small amount of milky substance on the driver side valve cover.
#12
Thing is I am going to do le1 heads and I don't want to have any problems after I install them. So If I pull the pistons out, use a cylinder bore inside micrometer and find the cylinders are good, will I be safe if I just throw in some new rings and bearings?
#13
No "oil jackets" in the head gasket. No oil is transferred from cylinder head to block via head gasket. All oil drainback is from front and rear drain ports of each cylinder head directly into the oil valley.
#14
It sure can. Depends on how much movement and if it is excessive. If there are impressionable (not just visual) vertical scuff marks on the bores then yes, that could be from too much clearance in the bores from worn rings.
No "oil jackets" in the head gasket. No oil is transferred from cylinder head to block via head gasket. All oil drainback is from front and rear drain ports of each cylinder head directly into the oil valley.
No "oil jackets" in the head gasket. No oil is transferred from cylinder head to block via head gasket. All oil drainback is from front and rear drain ports of each cylinder head directly into the oil valley.
#15
It sure can. Depends on how much movement and if it is excessive. If there are impressionable (not just visual) vertical scuff marks on the bores then yes, that could be from too much clearance in the bores from worn rings.
No "oil jackets" in the head gasket. No oil is transferred from cylinder head to block via head gasket. All oil drainback is from front and rear drain ports of each cylinder head directly into the oil valley.
No "oil jackets" in the head gasket. No oil is transferred from cylinder head to block via head gasket. All oil drainback is from front and rear drain ports of each cylinder head directly into the oil valley.
#16
They greatly affect the pistons stability in the bore.
To the OP. There's not a whole lot you can do besides pop a piston out and measure the ring gap. Those rings you have listed, if the sizes they have listed are correct they won't work. These are what you need http://www.summitracing.com/parts/PCR-41616CP/
To the OP. There's not a whole lot you can do besides pop a piston out and measure the ring gap. Those rings you have listed, if the sizes they have listed are correct they won't work. These are what you need http://www.summitracing.com/parts/PCR-41616CP/
#17
I dont think new rings will fix my problem; I inspected the cylinders closer today, I found some shiny and virtical scoring. I am going to go ahead and rebuild the bottom end; what is the cheapest way to go and be reliable. I am just going to stick with a 350; I don't need the extra HP.