Rough estimate that the mains will open up to around .0030” or so when hot. The only other larger pump is the 10355 which they sell for AFM/DOD Engines and that’s way too much pump volume. Engine will be broken in on 10w40 mineral and we’ll see what the pressures are then. The plan is to switch over to 5w30 synthetic after break in but if the pressures are sketch then I’ll stick with 40w.


Lifter bores before



After

 

With remote oil coolers and feeding turbos etc the higher volume pump 10296 may be in order.

 

I had planned on it but have a small oil pan and talked myself out of it after reading threads on sucking pans dry, which i now believe is bs unless you see high sustained rpms.

 

Iron block, rods and mains are in the .0024-.0025 range

Idle cold. 43-44
Idle hot. 30-32

Wide open hot- 74-76psi

Joe Gibbs conventional 10-40

Running the standard pressure spring, I was told the high pressure would take my WO pressures over 100 most likely but not change idle.

 

What are your pressures?

 

Still havent fired it up yet, iron block with pretty much stock clearances and turbo, oil cooler, and remote filter. Ill have to keep an eye on the warm idle it looks like.

 

I’ve heard of that as well. I’ve got the crank scraper/baffled pan (shallow ls3 Vette pan) which I’m modifying to be a interference fit and polished the crankcase so that should help with oil return.

 

Camshaft end play is roughly .003-.004”....within the spec of minimum and maximum of .001-.012”

 

Because hydrodynamic films are basically impossible to create between parallel flat surfaces. That’s one reason crank thrust bearing faces cannot support heavy loads. The fluid film is squeezed out of the annular contact. Now to file feed grooves to them. Some spiral or chevron grooves actually promote a inward (non leaking) hydrodynamic film to form.

 

Finally got around to coating the rest of the valvestems with Mircoslick. I had plenty of Mircoslick leftover so I blasted and coated the tops of the seats and bottoms of the titanium retainers.



Scroll down to page 16 and you can see the testing Cerakote did with their thermal barrier coatings. The C-186 Piston Coat I’m using performed well reducing temps by 81* with internal temps of 1706*. The V-171 Turbine Coat did even better in the testing. The turbine coat reduced temps by 185*!

http://www.nicindustries.com/images/...0Manual(2).pdf