What Happened to
ฝัง
- เผยแพร่เมื่อ 27 ก.พ. 2020
- Those of you that have followed the #ETCGdadsTruck build know that I had some difficulties just after breaking in the freshly rebuilt engine. Aside from the pinging, there seemed to be excessive blow by causing massive oil leaks on the engine.
In this video I remove the engine and tear it down to find out the cause of these problems. You might be shocked at what I find since I’ve put about 1500 miles on the truck since it was built last year. It’s amazing it ran as well as it did.
Let me know what you think went wrong in the comments.
This is (Episode 32) in the #ETCGDadsTruck series.
Episode 33: • How I Fixed #ETCGDadsT...
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The best place for answers to your automotive questions: www.ericthecarguy.com
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Thanks for watching!
Links
Compression Ratio Calculator: www.rbracing-rsr.com/compstat...
My Specs: Bore: 4.030, Stroke 3.75, Head gasket compressed .041, Deck Height 0, Piston volume +5.00cc, Head cc: 65cc
My engine parts
Crankshaft: www.summitracing.com/parts/es...
Rods: www.summitracing.com/parts/sc...
Pistons: www.summitracing.com/parts/sl...
Piston Rings: www.summitracing.com/parts/sl...
AFR Cylinder Heads: www.summitracing.com/parts/af...
Head Gasket: www.summitracing.com/parts/fe...
Edelbrock Pro Flo 4 EFI: www.summitracing.com/parts/ed...
Lokar Dipstick: www.summitracing.com/parts/lo...
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Stay Dirty
ETCG
Due to factors beyond the control of EricTheCarGuy, it cannot guarantee against unauthorized modifications of this information, or improper use of this information. EricTheCarGuy assumes no liability for property damage or injury incurred as a result of any of the information contained in this video. EricTheCarGuy recommends safe practices when working with power tools, automotive lifts, lifting tools, jack stands, electrical equipment, blunt instruments, chemicals, lubricants, or any other tools or equipment seen or implied in this video. Due to factors beyond the control of EricTheCarGuy, no information contained in this video shall create any express or implied warranty or guarantee of any particular result. Any injury, damage or loss that may result from improper use of these tools, equipment, or the information contained in this video is the sole responsibility of the user and not EricTheCarGuy®. - ยานยนต์และพาหนะ
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Praise your courage talking about mistakes and explaining the chain of events in a scientific way . Am sure you will fix it , can’t wait to see it running on a future video! Ty Eric.
Hi, ERIC, Have U heard of this new fuel they have? Its called Premium!
Love that phrase always; "be safe, have fun, stay dirty"
Hi Eric, thanks for the concise diagnostic exam of your engine, after it was suffering such severe blow-by so early in its life. Look forward to your next update. Great channel, both entertaining and informative.
Thank you!
I love your videos. This is the kind of stuff that happens when you’re building a vehicle. I Really appreciate your honesty. It sucks that you had to tear it down. But like you said all you can do now is fix it and move on. Great stuff Eric
That sucks but it's really amazing of you coming back and explaining what happened and take the criticism instead of being ashamed to talk about it. That's what sets good honest people apart from the rest . Hope to see that truck running again soon.
ETCG just letting you know that I highly appreciate your knowledge, and explanations! All done in a laid back pleasant manner! Nuff respect!
Damn that’s a kick to the nuts, but at least you caught it when you did. I can only imagine that it could’ve been a lot worse.
That damage is 100% pre ignition or pinging
Yes, but why? My BMW has 11:1 compression and is fine on 91 octane. Friend of mine has an E60 M5; 12:1 compression on 91 octane. Are these old Chevys too fragile to handle high compression?
@@computiNATEor Modern engine designs and GDI can run a lot more compression than an old small block Chevy can without having knock issues.
@@RobertHancock1 Both of the aforementioned cars are port injection. Is it a 32V vs 16V thing?
@@computiNATEor 91 is the minimum required on BMW, Mini, VW, Audi and most of the high compression engines
@@computiNATEor you can run 14:1 on pump gas if you do it right.. its kinda pointless but possible.. static ratios mean nothing at the end of the day compared to dynamic ratios.. that combined with timing... less timing can actually heat things up, then you get into squish etc.. its probably due to a few factors.. maybe it was a bit lean with retarded timing.. heats up, in turn could heat up the plug.. lots of things at play.
Sometimes you just smack right into that old learning curve.
Good thing now is the rebuild is going to be sweet!
I really like the strength of the information shared in your videos. You see, I told you I could tell that your videos were evolving and how it separates you from the rest of the pack. Well done Eric.
Thanks!
I had an 89 chevy 1500 that the motor blew up (stock engine) in the winter of 2010.. I changed the oil a month before and I KNOW it had oil in it. We towed it home and the oil pan was empty... there was oil on the frame and engine, but also had grease buildup so oil wasn't that uncommon. I never figured out why it lost all the oil or where it went... no oil on my driveway or under my car... it TOTALLY makes sense that it blew out the dipstick, I noticed the dipstick was pushed out and oil was on the tube when I changed the oil, but young and dumb me didn't think anything of it. If one of the rings failed it would do the same thing... finally after 10 years i have closure... Thanks for making this video..
THANK YOU for such a clear explanation of all that !! I learn so much from you, that would normally be over my head . It helps me know more about my '93 GMC Siera !!
Comments like these are my favorites. Thank you!
I love the information that I get from you and you make a good teacher keep cranking them wrenches
Thanks!
@@ericthecarguy Sorry for your loss. I know you put a lot of time and money into her. Hope you get it all together again. Thanks for your videos!👍
You are a Great Technician and Teacher! Thanks for the video Eric!
Thank you!
Sometimes you win..........and the other times you learn. Thanks for sharing and helping everyone else learn along with you.
Great video, just spent about an hour watching this build. I really appreciate the whole process. Thanks for making this
This has been a learning experience for me. Thanks for the information.
Love your style Eric! Yeah, I'm with you concerning hating to see a motor messed up like that. I'm sure most folks on this channel feel that way. Putting all the time and effort into making the best product you can, no matter if it's for yourself or a customer. Only for it to get tore up. But you got this brother! Have a good one and be safe out there 😆
Thank you for that comment.
@@ericthecarguyI know you said previously this wasn’t a race truck but I still have to ask why the four port injectors instead of a 12?? Just wondering
Man, I'm sorry that happened. What a bummer. Glad you're moving forward with a good attitude!
Thank you for sharing not only your successes, but also your failures! Nice to know that even the experts get it wrong and learn from their mistakes. This way maybe we can learn from yours also.
Eric
Thank you for sharing the troubles with Dads Truck engine, lessons learned are sometimes hard lessons but always ask questions about the engine part combinations and will they work together for the desired results. Built our own dirt track motors for years and sometimes things go wrong. Watched many of your videos and learn something every time, Thanks.
Great video . This is the tech stuff we like to see!!!
. Thanks for all the years of helping me learn something new. Not related to this video but I'm currently doing a j30 timing belt. Thanks to you it's been super easy.
I'm happy to help. Thank YOU for the comment and for watching.
Great analysis, thanks for bringing us along.
Hi, It's nice to know that I'm not the only who calls for there misplaced tools as if there a lost puppy.
Would be good to see the engine builder's input on the wear/damage.
@Alex Eidenier obviously outsourced some of the work like the machinist. Should have triple checked the /dynamic/ compression ratio.
No mechanic issues, the damage is done by bad tuning.
@@VeritasEtAequitas the machining shouldn't have too much to do with it, usually the heads is the biggest failure of the machining process.
Thanks for taking us along on you forensic analysis. Sorry you had to go back into the engine but it is a good learning experience for me.
I think you can learn a lot when things don't go right. Thanks for the comment.
Thanks for sharing. Must be heartbreaking but we're all learning from your experience
I had to explain to my wife that the expression “Beat the snot out of the pistons” was a technical term.
5:03 -- "There's always goo." Eric the Car Guy, 2020
Thanks Eric, lol you are a a great inspiration. Some of the best lessons in life come from your own mistakes, And some of the more valuable lessons I think come from watching others make mistakes. Accidental or not, something went wrong and we the TH-cam world had an opportunity to learn. And you can bet we did. I rarely do heavy line work at my job, (GM dealer), but when I do there is always something I can reference back to either in your videos or from talking/watching the old timers do it for years. Literally if I had no work I would just watch them for hours or some times days and just ask questions about what there expecting to find. What they found, and why there removing what there moving. When I did my my first engine replacement on a 6.2 Denali, it took me 1 full day, that was with no prior experience removing that engine, but because I had watched it Be done so many times and I had the opportunity to ask so many questions, I felt like it was just to easy. I have you to thank Eric and of course all the vets that strictly to heavy line work for a living. To everyone watching and still in the “heavy learning” process, if you have the chance to watch someone and especially help them, do it. Seize every opportunity you can, the best way to learn is when your not trying to beat the time on flat rating. and just focusing on the lesson to be learned.
Thank you very much for that comment. I really appreciate it. Good luck with your career!
You win some you lose some. Like many of us (and you) have said a project is never finished, and you're always learning something. Thanks for the videos eric, definitely have helped me and will help me when I go to do my build.
Helping my viewers better understand this stuff is my goal. Thank you for the comment.
@@ericthecarguy You're very welcome, I've lost count on how many times a video of yours has saved my butt. So keep up the good work eric. You're doing awesome
Something got hungry in that engine and had a feast on the pistons
and the pitting on some of the cylinder walls
I'm skeptical that the broken pistons resulted in the coolant in the crankcase. I would have a machine shop check that block for cracks. 11:1 is by no means 'too high' for a street car. If the truck is a daily driver, i would get it down to 9.5.
Eric,
definitely detonation damage - nothing else will crack ring lands like that.
Look up inside the insulator of the spark plugs and you'll see little flecks of aluminum, that's the aluminum that went molten that came off the pistons.
For those headers -
Cut the header flanges between cyls. 1/3, 5/7, 2/4, and 6/8.
This lets the tubes move or twist slightly when they're tightened and seat squarely against the head.
Getting all four tubes flat at the flanges with a belt sander is absolute murder.
Most SBC headers with a single flange for all four tubes leak sooner or later unless you cut the flanges - after the first couple times I ran into this a friend told me about cutting the flanges, I did from then on and never had the problem again.
Sorry it turned out like that. I'm a fan because you're honest and don't hide shit like this. I hope it turns out better when you put it together for the last time.
Great video Eric! I love the concise diagnosis
"There's always goo"
-- My son, the brain surgeon...
Thank you Eric. Every day is a learning experience.
That was painful to watch and honestly, I have never seen the physical damage as a result of lean burn and detonation. This is a great video. Thanks for sharing this with us.
I don't know if it's already been said, but when you take a good look at cylinder 5 it looks also broken .
10:1 is a great compression to have on the street. It’ll behave much better than 11:1. Good luck Eric!
One need to consider IVC. Compression ratio is the opposite of ring gap described like this. Too much and you know it, to little and everybody knows it. (Because the engine gets broken.)
Legit, I just come to like your videos! So informative.
I just installed a centrifugal supercharger on my old 1990 K2500 Silverado. It was a killer addition to an already potent combination. You can roast the tires whenever you want! It's unreal. As soon as the tires get grip, you're off like a rocket!
Good luck with Dad's truck. I've always loved this build.
hey eric i think your spot on with the engine problem. curious what octane gas you were running.
I was looking at google maps by my house and i saw a shop that said "Ericthecarguy" on a pin and i searched it up on TH-cam and here i am
Cool, Eric is awesome!!!
Cleveland, OH?
@@TransDerwinOverdrive i saw it in mason just confirmed it was him
Great video thanks for sharing the fails as well as the wins
Very informative, great video as always Mr. The Car Guy.
Thanks!
Thank you, for the clear explanation of the "expected" process.
You could just we're going to use different pistons.
11:1 compression is too high for pump gas on a small block.
Edit: I understand a lot of modern engines can run over 10:1 compression and not have a problem. But understand modern engines have knock sensors that can detect knock and back off the timing. Most modern engines also use DI which allows much finer fuel control which allows high compression without detonation.
Mr. Eric's truck engine is a small block chevy V8 that (as far as I know) does not have knock sensors or modern design elements that allow high compression.
I agree.
"11:1 compression is to high"
for a normal / everyday car
For racing cars it is quite safe compression (still is), but such engines do not live very long.
Everything above 9.5: 1 is (or may be) "too much", especially for V8 engines not designed for racing.
(replacing the main components with "better equivalents" does not solve all and every problems)
Some Japanese and European engines can work 10: 1 compression without problems (these are the factory parameters), and we can even increase compression above 11: 1. And the engine won't break down after traveling 1,000 miles (kilometers?).
Such engines use variable valve timing and direct injection, and a few other tricks to reduce detonation at high or low engine speed.
Not every/any engine of this "good" model will withstand, and not always (in all conditions).
In my opinion, the key is to use VVT (some type). Old engines do not have this, and therefore any increase in compression is much more difficult than in newer engines (Honda - for example).
Shane Broussard well not really. He should have 10.6:1 because the blocks not zero decked. You can easily get by with 11:1 with aluminum heads and a decent duration cam
Andreas Maltcke 10:5-11:1 is safe on aluminum headed engines that have a decent size cam or gasoline direct injection. High duration cam bleeds off some cranking compression because the valve closing and opening events. Anything under 200 cranking compression psi with the popular psi and afr will be good
@AliasSLH I'd be curious to understand the difference between cylinder count / rev range impacts compression numbers; I'd imagine the biggest issue would be heat and thus tuning & timing are big factors.
Larger engines will be more subject to heat than smaller, volume ^3 while surface area is ^2 (volume increases faster than size). I've driven 6 and 8 cylinder cars and pedal down, you can watch the heat build... never seen that with my teeny Honda motors. More to why big engines have lower revs than just balance and heavy bits.
While this situation sucks for Eric having to lose a few nights of sleep and a few days of extra work in the shop, this is some of my favorite content you have produced to date. I have a 68 chevy stepside that I want to finish in the next few years and your video has made me want to go strictly OEM GM on an LM7 or LS motor w/ HP tuners for tuning instead of something else aftermarket.
I think you'll see that in next weeks video things turn out fine. This was really a communication issue between me and the machine shop. If I was aware the compression ratio was going to be 11:1 I never would have went there. Thanks for the comment.
Back here after few years later, after I lost interest on this side of cars, but now that I actually have my own car now, the interest is strong and back!
Glad to see you are still rocking it with the awesome videos and it seems like you have grown an upside down christmas tree since the last time hahahaha
I presume those were moly rings? Because if they were cast iron, I'd expect to see many broken pieces of rings.
9.5:1 compression ratio is perfect for good reliability on the street & pump gas....IMHO...and never go past 10:1 unless you want misbehavior & the associated issues. Too much cam “overlap” will exasperate those kind of issues too so I stay pretty conservative with cam choices.
more overlap bleeds off the excess pressure...if you want to go over 10:1 you need a bigger cam
Thanks Eric. Very good explanations and review.
What a bummer! Good analysis of what caused it. Good luck with the new piston is.
Wow, that was really a massacre
Punched it to the floor in during break in, than changed the timing. Enough Said!
Eric the Car Guy your videos are amazing! I love how in depth you get with your videos! I have implemented the detailed videos into my channel to help others with their vehicle repairs as well. Keep up the great work!!
Thank you. BTW, please don't re-upload or use parts of my videos in your videos. It's a copyright thing. Thanks.
@@ericthecarguy I won't, I want to make my videos special and stealing others content and links are not cool. Keep up the great work man!!
I think you're on point with what happened and with your solution. My only tip is to always remove oil pans before you turn the engine over on the engine stand. That way no shrapnel, if there is any, can fall "up" into your rotating assembly.
Good tip. I'll be doing that next time.
Can't get crazy with compression on a daily driver or street engine.
I'm running a 11.25:1 lq9 on 91 octane with no issues
@@trentdawg2832 The LQ9 is a much more equipped engine for compression then an old small block is capable of
Higher octane fuel my friend, you have a high compression engine, the higher the compression the more heat you create. As long as stay below 12:1 compression, 93 should be fine without pinging.
Many years ago, an old mate of mine took his Ford Escort MK2 to his local dyno to have his twin DCOE Webbers "Set Up".. Having just rebuilt the Ford "Pinto" 2 litre OHC motor...
The Bloke doing the dyno was known to be a "Bit of a Knob!" and not very good opperating his machinery! (lol!) But.... Being we were situated in deepest Wales, its was the only dyno here at the time!
So... The car was strapped down, started up and imediately the throttle was pinned!
The thing was screaming at umpteen thousand RPM's and through the ear bleeding mechanical abuse one could hear the distant crackle of the dreaded "Death Rattle!"
Then... There was a loud BANG! Burned oil infused smoke filling the room as the rollers slowed down until the only thing to be heard was the crackling of burning fluids....
On inspection... The whole of number one cylinder including head and crankshaft had decided they had had enough and parted company with the rest of the engine block.... The only things keeping them together was the rocker cover, rather knackered camshaft, inlet manifold and sump! Once they were removed the thing just fell to bits!!
You knocked the nail on the head with your diagnosis Eric... Comp to high, Timing out and crap pump gas (Its Petrol over here!)...(and we have "Super Unleaded!")....(lol.!)...
Cheers Mate..
Thanks for the info , iam sorry to hear that happened, I guess live an learn . Again nice vid 👍🏼😁
"if you want to play you gotta pay"
I guess I'm curious about how these events have impacted your desire to be a builder. You were very excited about the prospect of heading that way, but the issues you've had with the engines and audience with these two projects have likely altered your opinion.
That said, growth is painful and expensive. I've always respected your approach to working through issues and being really honest about when a mistake is made.
I am curious for your thought process on where this puts ETCG as a channel and where you are with all of this.
Like you said, "growth is painful and expensive". I love building and plan to continue with it. For me, this was partly on me for not asking the right questions. In the future, I'll be sure to ask about the compression ratio BEFORE I blow my engine up.
@@ericthecarguy haha, knowing what questions is the hardest part. I installed my 91's suspension 6 times before I got it right. By the time I was replacing the 97's, I was done in 2-3 hours😂; full disclosure, I still missed torque on two bolts😞.
I was thinking detonation issue too this is why a run stand is good break in and verify any issues. Shows how important it is when you build to make sure you think and double check before you build . Even a simple thing as shaving and extra amount can change things. It’s sad this happened because it’s no a return and more time and parts to get it right. Great video Eric. I think your dead on with your diagnosis.
Just Subscribed, Long time Viewer. Great Channel Eric.
I kinda think this was LSPI, considering the ring land damage.
I hadn't heard about LSPI before your post, but after looking at the damaged caused by the phonomenon, I think you hit the piston on the head, there mate!
zeroyon223 it’s a product of high compressi n and hot spots in the cylinder. I have never seen ring lands blow up like this during regular detonation on a N/A engine.
@zeroyon223 correct. LSPI is a mix of low rpm, high cylinder pressure, and excessive blow by or carbon build up on valves that ignites the fuel mix before the spark plug actually fires. Basically stay out of boost at low rpms. LSPI is also mainly common on small displacement 3 and 4 cylinders where the stock turbo is so small that itll make heaps of boost nearly close to idle rpms if you dont shift right.
Need to install a knock sensor...
As far as I know, the Pro Flo 4 doesn't have provisions for a knock sensor.
@@funkydancer4300 hell, just put it on the charge card. With a little luck you may have a couple months to enjoy it before the kung-flu gets ya.
@@ericthecarguy well there's your whole problem 🤣
I highly doubt that would have saved the engine... knock sensors are more for a bad tank of gas, not fixing a tune that is wayy off for the engine.
@@ericthecarguy another reason to get rid of that system and into one that will properly manage fuel and ignition.
Awesome job Eric!!!
Thank you.
brilliant diag, I like your style. Top notch TH-camr.
Sounds like he really BROKE it in...
Eric " there will be goo because let's be honest there is always good"
Me "That's what she said"
I thought the same thing...
Looking forward to seeing it run again soon.
Hope your Dad is doing well Eric Thank You
hone the cylinders and remic everything for ring gap & etc
The combustion chamber isn't the right shape to handle that high a compression. Slightly dished pistons would lower compression a bit and improve squish to take care of it.
Definitely pre-detonation From too high of compression ratio for pump gas
If it's that simple, why not even consider the comp ratio? I mean, if it 's that important why wouldn't it be the first thing a machinist asks or advises on? Even more basic, why isn't there a spreadsheet showing comp ratios vs gas type? I'm thinking there's more to it than type of gas.
Great video Eric 👍
detonation 100% I always say it's better to go lower compression on the street I think your assessment is correct, your decision to go with dished pistons was the exact right way to deal with this it's exactly what I would have done I recently finished up a ford Clever build started with flat tops and edelbrock aluminum heads I ended up changing to a dished piston before starting the engine because it was around 11 to 1 and I did not want this problem you did a good job on this engine Eric I have no doubt the lower compression will solve your problem on the street with pump gas lower compression with more timing is always the right answer for safe drivability
Eric, that worries me.....what if I want to put just a little more horses in my classic car?
what you went through would break me!
Running higher octane fuel should give you more headroom before anything bad happens.
Hence the reason I make these videos. To help you avoid costly mistakes like this. The take away here is make sure you have a compression ratio that plays nice with pump gas. For an engine like this without a knock sensor, you should be fine with 10:1. Just be sure to only run premium fuel.
patx35 True. I was running 93 octane at the time, which likely isn't enough for an 11:1 compression ratio. I would not have run a compression ratio that high had I known about it. An 11:1 engine would run fine on race gas though.
@@ericthecarguy Wondering if you could run E 85 on this. Is there a place to hook up a fuel sensor to detect the E 85?
@@WickedProxy E85 is not needed on a relatively low compression SBC. This is all in the tune, this is why any half way decent tuner will start low on timing and sneak up on it.
Bummer, Dude! Engines 3, Eric 0. You have had a real bad run of automotive Karma.
1 common denominator
@@Rotttman Alright, I'll bite. As I recall, the Fairmont had detonation issues. The MINI, if I'm not mistaken, had assembly issues. Not that I'm judging. As a former MINI victim (X2!). They are not simple or logic cars to work on. Nor were they well engineered in the first place. I guess one possible take away is that engine building starts with design, and that maybe putting together an engine is something better done in a shop devoted to such things.
@@scottchamberlain5594 They knew he wanted this as a street able, pump gas car. Compression ratio too high!
@@Rotttman Eric seems susceptible to 'mission creep'! The Fairmont was once a nice little old lady coupe, that was going to get a 5.0. Ends up as turbocharged race car. Nothing wrong with that, but if I were doing a long distance cruiser, you could design one a lot simpler, cheaper and better suited to the way he uses it. And just as fast. Not in any way a critique of the build- it was an interesting trip! I would not be surprised to leave him my lawn tractor, and find it with an intercooler, running race gas.
Hi Eric all though it is disappointing that Dad’s truck went in this direction not being callous to say it is an education for all of us and will make for good video’s coming up i greatly enjoy your work on all these motors the Mini Acura & especially the Fairmont .
Thank you! My plan is to start releasing Fairmont videos again at some point. I had hoped to start posting those in addition to my Friday videos so the people that weren't into them wouldn't get sick of them. Thanks for the comment!
I'm astonished ... I was under the impression that detonation was only damaging if it was prolonged. Didn't know so much damage could happen so fast.
I would definitely say to ditch the high compression. Stay safe and knock free with safe power on lower compression. More close to stock.
Stock sucks
Me: man this nuetral safety switch is hard to get off
Etcg: *pulls engines out of cars all the time*
He built it them to come out easier than the dealer cars
@Alex Eidenier it probably helps when you're an actual mechanic too lol
@Alex Eidenier lol i don't have enough experience to do stuff like that yet
@Alex Eidenier yeah lol now that i think about it i probably could remove one if i had the right stuff but it would probably take a while
The coat hanger reminded me of when I had a rotted ground on a Jetta. Home Depot to the rescue, put the ground for a house in it. Went to a mechanic for stuff I couldn't fix, she was surprised to see that.
Hi Eric, Thank you. I am in Toronto Canada. Love the dirty job. Cause , I retired as a aircraft mechanic at Air Canada. same dirty job and Fun. Take care !
ck lee
Except in Canada mechanics retire.
Here with health care... I have been a career mechanic. Worked in 7 different shops over the years.
Never seen a mechanic retire.
@@fastinradfordable You are right. Mechanic never retire . But, in teamsters union. have to follow the rules. No choice.
What fuel are you running/tuning for, 93?
93 Shell VPower Nitro Plus.
@@ericthecarguy I was wondering the same thing but now I know and yep you're absolutely right.
I would think that 93 would be enough? I wonder if there was some inaccuracy in the timing somehow? Either in distributor set up or something with the ecu. Like it was running much more timing then it claimed
@@ericthecarguy Thats what the pump said when you filled your truck...lol.
Looks like you were using a diesel compression ratio in a gasoline engine. Perhaps a little too high for that set up.
11:1 isn't that high, especially using aluminum heads. I still don't know what pump gas means. 87 octane? 89? 91? 93? I guess for an old-timey SBC 11:1 is quite high. Funny how the modern V8 engines run numbers like that or higher on just premium pump gas.
11:1 is the higher end of the gasoline ratios used. Diesels start about 14:1. “Pump Gas” usually refers to the standard gasoline you buy at any gas station.
Good Info! Good Video! 👍
I’ve always liked Eric but my respect for him has now gone through the roof!
Will you be able to get the cylinders cleaned up with just a home job or will it need to be bored out?
I didn't do anything with the cylinder bores.
time for knock sensors to prevent this kind of stuff
As far as I know, the Pro Flo 4 system has no provisions for a knock sensor.
EricTheCarGuy there are aftermarket solutions for knock detection.
Actually that would make a great video. A knock sensor is basically a mic and you can hook them up to an amp and listen for knock.
G6ET_WRX Useless if it can't communicate with the computer and retard timing.
With 11 and 1/2 to 1 compression all you're going to do is scare the computer :-)
Sounds like the correct conclusion. Good call dropping the compression, better to leave a little power on the table than to be replacing parts all of the time.
I remember an article from Hot Rod magazine in the 90's on a guy running a Nova with 14:1 compression in a drag car. He would daily the car, but to do so on pump gas (93 octane), he had to back the timing waaay down (to like 10-14 degrees IIRC) and had the biggest rad in LA in a street car.
I'd say you're on the money with the compression ratio. 11:1 for pump gas is high if you don't have the supporting tune / lubricant / fuel additives etc. Best of luck with the new pistons *fingers crossed*
Thank you!
21:08 - So is that guy refunding you for doing it wrong?
What did he do wrong? Eric was pretty vague and any performance engine shop is going to err on what makes more power. Pump gas can mean 91 octane winter swill or 104 unleaded, depending on where you are located, entirely possible Eric could have gotten some bad fuel too. 11:1 SBC's on pump gas in a street vehicle is fine but that means you are dumping in octane boosters or buying specialty gas.
2-3 hours to remove a engine. For me it takes a entire day!😂😂
My fastest time( and last time) for pulling an engine, reinstalling another one and having it road ready was 6 hours start to finish. After that I said enough. I am done pulling car engines. Now my hands do not work right any more anyways. I still do some of my own work but not much. After battling with cancer, I had issues that are non repairable, yeah I am happy to be alive but not truly happy.
@@scottfirman Sorry to hear about your Cancer. Although some good news according to Rush Limbaugh who recently announced he has stage 4 Lung Cancer, a lot of new treatments and possibly even a cure are not that far away. My grandmother died from Cancer. God Bless and like Eric the car guy says, " Stay Dirty"!👍
I had a kindle a similar problem years ago on a chevy 350 I changed heads because of bad valve guides I swapped them out for rebuilts I put the new heads on ran in to the same problem with detonation long story short turned out to be 305 heads with smaller chambers no damage to the engine just extra work swapped them out everything was good just lost time but taught me a lesson now I check things more thoroughly good luck with everything. Ed
Yes same headbolts do everytime I pull them got a funky smell as well though it was me