I forgot in the first post to explain the crack. From what I was told the crack goes from the #2 Main up to the #4 cyclinder, and on to the area around the cam shaft. I was told I was lucky I parked it when I did, and that it would of spitted parts on the ground shortly if I didn't...
Sounds like my orig. OBS block cept it cracked just under the oil cooler mount rear and went to the tunnel and back down the other side. I feal your pain man my truck ran well then one day it was like a switch had been fliped.
You list "Girdle" in your sig, with a full built engine no less, yet.... the title of this thread is "A Cracked Block".
So, here's what you do. Call the number to the company you linked in your sig, "Terminator Engineering", and the guy that answers the phone can explain to you how that's impossible, and that your block is NOT actually cracked. Problem solved, crisis averted. I know this because he has explained it to us all so many times, with such adamant displays of omnipotence.
Charles, I have alot of respect for most of the comments you make, and feel that on most subjects you have some great ideas. If you have a more serious idea, feel free to reply. If you want to throw some below the belt punches at Joey or anyone else in this thread.
Wow you really do have some bad luck i feel really bad for ya I hope I dont get that call but at the same time its great knowing that buddy will take care of it all.
I know is doesnt matter a crack is a crack. But I was told tonight that the crack was way worse that first thought. A new block will be sent out ASAP to EDP. This sucks. I have been kinda beating myself up over this.
I don't know. A lot of idea have crossed my mind that last few days. I was told that the block was magnafluxed while it was being built in Seattle. But who knows, and mangaflux is only as good as the person doing the job.
Also, I really like your sig line.. Cracked me up...
I'll have to side with Charles on this issue. It's been talked about that all blocks have casting seam lines some worse than others and are considered flaw's. The engineers were not worried since the TQ was rated at about 500 on these engines. Tuning that delivers power at a low rpm or high power output is putting stress on the blocks beyond the flaw's limits. Just get another block, check it the best you can and be done with it. I don't see what you are trying to find out from this thread but it's only going to come back to your tuning since your truck is at an average power level (450-500) I guess. Do you have any dyno numbers or a graph to look at? This might show part of the cause.
Turning this to valve contact piston verification discussion is insane. If I keep cutting myself with a knife am I doing any structural damage? If I use more force but only for a limited time how long will I last?
Turning this to valve contact piston verification discussion is insane. If I keep cutting myself with a knife am I doing any structural damage? If I use more force but only for a limited time how long will I last?
Blowby, I see your point about a knife and your finger. However I think if your used a small hammer and even only hit softly you would over time cause structural damage.
Ok so here are some specs to think about..
Tires 35's tech sheet for the tires say 594 revs/mile
Engine lasted 6,500 miles
Axle ratio 3.73
Average gear ratio 1 - 1 I know overdrive is less but ill use 1 - 1
Thats about 14 million hits the valves and pistons made give or take.
So hit your finger 14 million times and see if there is damage...
But on a serious note I am thinking about setting up a stock injectored motor with the same valve and piston contact and see if it fails... Wouldn't that be interesting?
Marauder, you shouldn't be running a Ducati to 13K RPM. Just saying.
I just assumed you were talking about drag racing a V-twin HD and they use roller bearings which operate under a different set of principles than a plain bearing. Instead of riding on a layer of oil and the bearing not getting worn at all the crank actually is in contact w/ a the bearing at all times.
On Charles, seriously I dig having that guy around. He offers invaluable insight to most things PSD. His biggest flaw believe it or not, is that he REALLY wants you to understand and be better at this diesel junk. And then when people refuse to listen, he gets all medievel on your ass trying to explain these things. Personally, I think he just cares too much that you guys get this stuff right.
Ha! Your are absolutely right about that RPM figure. I was just gauging the brain trust here as I'm a new guy. I see you know your MC engines. Cool!
As far as Charles, I second your comments. Anyone who spends any amount of time on any website grows weary of repeating things over and over again. Don't ask me how I know this....
The one thing that must be true about him is his love for this subjects at hand, anyone who has a 600 hp daily driver is someone I'll pay heed to anytime he puts fingers to keyboard. I also find his presentation quite entertaining. Now I'll head back to my seat in the peanut gallery.....
Keep up the good work Charles!
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