Just a little more . . . . .

[BC847]

Dedication.

Ah, just getting my ride fixed.

Carrying on . . . .

Bottom-tapped the head for 12mm studs . . . .





Got the typical crustys from the exhaust manifold side. The push-rod side was much cleaner . . .





For those interested: A 12mm bottoming-tap (left) next to a 12mm standard tap (right) . . . .





Then flipped the block over and bottom-tapped the 14mm crankshaft mains . . . .





Got the typical fines . . . .





I then removed the original oil piston cooling nozzles . . .





Then, using my trusty rifle cleaning kit, cleaned all the lube-oil passages in the block. They were nasty . . .





. . . . and so it goes . . .

[BC847]

Seeing as I'm doing all this because I cracked the block, I figured it's cheap insurance to relieve any stress-risers found. Looking at the main bearing webbing, there's plenty of sharp, ragged edges to start some sthi in the heat of things. This is typical of that found on the passenger's side.





Made all that go away. Any and all cutting was done inline with the length of the webbing. All sharp edges are rounded.





Flipping the block over to show the driver's side. Plenty of boogers.





This right here's a fine opportunity to start a crack.





The accessory bolt bosses have big casting boogers on them.





I sure am glad I checked. I found five (5), what looks like the main webbing got hit, right there where the webbing meets the main bearing boss.





Another . . .





The only thing I can do is remove/replace the sharp tear/dent with smoothing and blending with the surrounding area . . .





I couldn't stand it, I went ahead and relieved those four (already did the fifth on the passenger's side) . . . .





I reckon I'll get the rest later. I stink.

[BC847]

Ok, got the driver's side done.





The original stock/OEM block wasn't quite as bad on the driver's side:





The original stock/OEM block was much better on the passenger's side:





I figure this replacement block was cast with more worn casting molds?

Anyhoo, Found a bunch of casting flash where the lube-oil cooler's boss meets the cylinder bank. Got that as well.





Still working on it.

[Philip]

All that detail work is a pain to do. Time consuming thank less job that can't be seen with the naked eye.

Keep up the good work.

[BC847]

After spending some time with my Son and his wife at the firing-range, I managed to sand bright all the machined surfaces of the block. I plan on doing the final super cleaning of the block tomorrow.





Speaking of cleaning, long story short, I've got a heated parts washer now. Is that wrong?





Moving forward . . .

[BC847]

OK.
- I pressure-washed everything of the block. Internally and externally paying specific attention to the bolt holes and lube-oil passages.
- Then using a strong Sodium Hydroxide solution and a stiff brush, I scrubbed the poo out of all the block's interior and exterior surfaces.
- Then, pressure-washed the poo out of everything again.
- Then, using a small copper-tubed compressed-air nozzle, I went deep into all the bolt holes and lube-oil passages forcefully blowing them clean and dry.
- Then masked all the machined surfaces and finally, applied two coats of matte Dark Gray.







I reckon test-fitting and bolting sthi to it starts directly, huh?

[BC847]

OK. Here we go . . . .

Slathered-up the 24v tappets with assembly-lube and slid those boys in there:





Installed new piston cooler nozzles:





Installed the upper main bearing halves insuring that the lube-oil passages met appropriately:





Set that heavy-assed crankshaft in there. (In hind-sight, I should have at least cleaned up the forging-flash and stress-risers before having it balanced):





Installed the 14mm studs:





Installed the main bearing caps with the lower main bearing halves and temporarily pulled the stud-nuts up to 40ish ft/lbs:





Then test-fit the girdle:





Then removed the stud-nuts, slathered them with the ARP squeez'ns and, via multiple steps, pulled them up to spec:





150ft/lbs in this application:





We'll see, huh?

[BC847]

I slept late today.

Otherwise, a slow day as far as engine building goes. Bits and pieces, nuts and bolts.
Speaking of bolts: I've chased the threads on all the bolt-holes of the block so, took the time to chase the threads of the actual bolts themselves. Tedious at best.

Anyhoo, did a final cleaning of the block's main lube-oil gallery and plugged the ends. Installed Speedy-Sleeves on both ends of the crankshaft:








Installed the rear crankshaft seal and it's associated housing:





And finally, installed the front gear-case. I went ahead and torqued all the case-bolts just to hold things square for now. BLUE Loc-Tited and torqued those internal gear-case to block bolts:





Might go ahead and slip in the cam tomorrow. Dunno.

I'll be tickled if I wake up.

[BC847]

Spent a few minutes on piston rings today.

A lot of this:





And, a lot of this:





With six of these:





To get here:





That piston protrusion initially looks excessive. Is this where I need a deck-plate?

[ellis93]

Looking good! Lot of work behind and more ahead but I know the end results will have you happy in the end. Good luck!

[PToombs]

Wow! Good progress! I haven't been on in almost 2 weeks and didn't realize you did this much!
The dishwasher is a great idea, as long as you aren't using the one in the kitchen your wife will be happy!

[BC847]

Had to take a break and do work that actually pays for this mess.

Back at it this evening finds my CDO has been worrying the crap out of me. I gave in.

While the connecting rod beams weren't bad (I guess), I went ahead and blended those surfaces. Same for the small ends:





Cut a big chunk of metal from the balancing pad on the big end. Blended all that as well:





I plan on balancing the rods and pistons in the morning (if I'm lucky enough to wake up ).

We'll see, huh?

[BC847]

I had to make a connecting rod balancing rig right quick. Cut out and stacked some phenolic discs mounted loosely and lubricated so as to be able to help settle things with the rod mounted. Some steel trap bent to form the appropriate brackets and poof! Pardon the messy bench. I make things on it.





So . . I got the piston-ends to 616 grams:





The crank-ends to 1372 grams:





All the connecting rods weigh 2006 grams each:





Still gotta do the piston assemblies.

[BC847]

Checking the complete piston assemblies finds one at 1834 grams. The others were up to two grams heavier. I trimmed the existing chamfer on the ends of the internal bore of the wrist-pins so as to bring them down to match the former:





Got all of the pistons and rods assembled. The tops of the rings pointing up. Each properly oriented 120* from the next. The rods installed in the pistons with the numbers to the passenger's side and the forward of the pistons sho'nuf forward:





Slid them boys in there and secured with ARP bolts slathered with the ARP squeezins and pulled up to 95ft/lbs in multiple steps:





I reckon I can slip in the cam and finish that in the front gear-case next, huh?

[BC847]

Slipped in a cast 188/220 camshaft:





The gears timed, retainer and bronze cam thrust thing. Everything blue Loc-Tited. I'll come back and check the cam degree stuff once the head and associated valve-train stuff is in place.





The connecting rods clear the girdle:





So far, so good.