My new engine burning oil ***Engine is out***

[BigBlockSam]

man! that sucks

[FLG]

Per the intake would have to do with sucking oil into the cylinder but won't affect a leakdown test. I know your pain...my completed engine is completely torn down again 

What pistons/rings did you use? What was your end gaps?

[six-tee-nine]

Per,

I'm sorry to hear that.... but did you use your cyl heads right out of the box? There are more than enough guys that bought aluminum heads wich needed work on the valves to make sure they fully close properly.
That also creates additional compression leaks.

Are you sure the pistonrings have fully set themselves?
Is it still smoking like before?  If yes then that might indicate a problem, but a comp leakge of 50 % on ALL 8 cylinders seems odd to me (on a new engine)

[Belgium R/T -68]

Pulled the intake manifold and didn't see anything special that would indicate heavy oilleak but look at the valleypan. If that isn't serious blowby what is it then? What's the next step guys, heads or pull the engine? Pulling the heads is a PITA anyway so I might aswell already pull the engine or is there a small chance that the valvesealings are leaking?

FLG, the stroker kit is from 440source but since I had a 0.040" bore there pistons didn't give the CR Ron found optimal so I went for a set of custommade Diamonds. The rings though are the ones from the strokerkit but I'm 110% sure I filed them perfect according to instruction.
What has bothered me a long time is if the machineshop followed my instruction about honing with 400 grit since they wanted to go with 200.

Per

[firefighter3931]

Per, the ballooned valley pan is from crankcase pressure....too much of it. This is why i allways run 2 breathers on the valvecovers. 

Sorry to hear about the leakdown results. Guess it's time for new rings and a fresh hone job on the bores. 



Ron

[Belgium R/T -68]

Per, the ballooned valley pan is from crankcase pressure....too much of it. This is why i allways run 2 breathers on the valvecovers. 

Sorry to hear about the leakdown results. Guess it's time for new rings and a fresh hone job on the bores. 



Ron

Yes Ron, sure looks like a new hone job and this time I will order rings recomended by Diamond just in case, kind of regret I didn't when they asked but I'm sure the problem is the grit of the honejob. His answer when I said 400 has always been eating me.

Per

[Challenger340]

Geezuz !
The Valley Pan buckled "up" that much from leaky Cylinder pressure ? Were you using Nitrous ?

Obviously,
If it's rings you have a serious problem that should be easy to spot when the Pistons are removed.
Off the top of my head,
I'm thinking you've knocked the Moly facing right outa the top rings ? or killed a few piston ring lands period ?

Apologies, I am very sorry for your loss,
but the only other time I've seen a Valley Pan Balloned like that in 40 years, was in a 440 subjected to a twin plate Nitrous system, long AFTER, many, many passes, and it eventually fried a Piston.
Again, sorry Per, but the problem won't be hard to find once apart.

[Belgium R/T -68]

Started the prep for pulling the engine. At moments like this you really ask yourself
why you are busy with this hobby and not using the time and money for something else.

Per

[FLG]

Sorry to see it apart AGAIN Per....


I know how you feel 

Better things break now than later is how i look at it 

[Belgium R/T -68]

Engine is out and I've pulled the heads so far. Very glazy cylinderwalls for a engine of 250 miles and the "turningedges" at the top are huge, your nail gets stucked there. I doubt I will get the pistons out thru the top. Now foreign particles in the oilpan and what I can see no scratches in the
cylinderwalls. Just looks like the engine has 100K miles when you look down the bore.

Per

[tan top]

oh crikey !! sorry to hear & see this 

Started the prep for pulling the engine. At moments like this you really ask yourself
why you are busy with this hobby and not using the time and money for something else.

Per

yeah think we all have !! 

only ever seen a valley tray like that when someone  did not fit correct breather /pcv to the rocker covers , but that was cracked too 

[NorwayCharger]

Thats not good Per, i am feeling your pain 

[Belgium R/T -68]

Pistons are out and together withthe rings they look like new, as does the rodbearings. The timingchain though shows a play of 0.9". I meassured the diameter of the bore at the top ridge and under the ridge and the difference is 0.020"
Again we are talking 250 miles. Could it be that the machineshop has meassured wrong and thereby stated no new bore was needed but only a shit honejob that now has been eaten up? I attache a pic
of the block just before assembly. What's your opinions about what has happend?

Per

[Challenger340]

wait, let me get this correct.....
You have .020",
or,
20 THOUSANDTHS of an Inch difference from the very top of the cylinder, to "just under" the ridge ?

What were the ring endgaps at the largest point in the cylinder ? 

[FLG]

Im pretty sure the difference in diameter between the ridge and the cylinder wall is .020

[Belgium R/T -68]

wait, let me get this correct.....
You have .020",
or,
20 THOUSANDTHS of an Inch difference from the very top of the cylinder, to "just under" the ridge ?

What were the ring endgaps at the largest point in the cylinder ? 

I used a topringgap to meassure the wear, right or wrong so take the figures for what they are but it sure gives a good indication. Ringgap at ridge: 2.4mm or 0.0945", ringgap at largest point: 2.9mm
or 0.1142".
This is from 1 ring and 1 cylinders but I doubt it differs much between them. I did set the ringgaps
to spec, around 0.050", what happend?

[Challenger340]

I am unsure if we are losing something in the conversion between Metric and Imperial here ?
I'm Old, so I will stay with the "thousands of an Inch".

Piston the wall clearance should be in the .0045" to .005" range for a pump gas street engine, measured just above the "tang" on the Piston Skirt, perpendicular(at 90*) to the Pins. The looser the pistons are in the bores, the more they will "rock" around. The more the Pistons "rock"around in the bores, the less stable the environment for the Rings to seal.
Cylinders should be .0002" STRAIGHT and ROUND with a Torque Plate, especially in the Ring travel.

NOT a big deal on Race stuff, lots still seal up plenty good at .008" or .009" Piston to Wall clearance and .0005" straight & round,
but,
that is  WITH proper Ring Endgaps.

But If your Ring EndGaps are indeed at .050", it's gonna leak compression like "Shit through a sick Goose" and un-seat the Oil Rings as well.

Ring Endgap should be for the Top Ring, .020" to .022"
                               for the 2nd Ring,  same as above, or maybe .001" higher than above.

[Troy]

I am unsure if we are losing something in the conversion between Metric and Imperial here ?
I'm Old, so I will stay with the "thousands of an Inch".

A Canadian struggling with Metric conversions?

Troy

[Belgium R/T -68]

Sorry for mixing up the gaps with clearences, been to depressed propably.

Topringgap was set to .020" and 2nd ring to .022" according to instructionsheet. Is the propable cause of this that the pistonclearence propably hasn't been correct/or not at all meassured at the machineshop with a crappy honejob to go with it and the result was that the pistons/rings has fixed the clearence themselves by "grinding" the cylinderwalls?

Per

[mhinders]

Per, too bad with all the problems with the engine, I understand your desperation. I'm no expert and can only state my thinking regarding the problem...
Even if the pistons would have been rattling a little in the bores, could it cause that seemingly excessive wear during only 250 miles?
What do the rings look like, do you see something on the edges of the rings, indicating that they may not have been moving "flat" up and down the cylinders?
Could it be "incompatible" material in the rings, or something wrong with the engine oil?
Just throwing out ideas...
Martin

[Belgium R/T -68]

Hej Martin,the oiltrace I have excluded after some investigation. I will have the rings checked by a very good enginebuilder here but it propably is caused by wrong clearences
together with a honejob not correct for the type of rings we use, that's my best guess. The sad part is that it's the matching block so if there is any chance of saving the block I would save
it for later if the car should ever go back to bone stock. I will try to find a 440 block and hopefully be able to reuse the strokerkit, the shape of the camshaft I don't know but looking at all grey grindingmud in the engine one can wonder how much beating the cam also got. Reuse of the pistons?

Per

[b5blue]

I'm very sad to read these posts and see these photos Per.   

[Belgium R/T -68]

I'm very sad to read these posts and see these photos Per.   

Thanks friend  Now I have so much worries also about the 482 Hemi I have here in parts that I bought from FHO, why didn't I bought it honed and assembled.

Per

[b5blue]

Don't second guess yourself my friend! Just check every detail you can and be thorough.    (There are only 3 people I trust where I'm at....Steve, Chuck and myself!)   

[maxwellwedge]

Those bores look like a worn, high mileage block. You didn't get the bore job but it looks like they sure stroked you....