carlege

I havent been able to verify that. You do have some spare blocks, think you could run a pipe cleaner or wire through the hole to verify if that is true

Van

Because the water inlet (water pump) and water return (top of head) are at the front of the engine, the rear-most cylinder (#4) will always run the hottest because it has the least coolant flow.

Nothing is going to completely "solve" the problems... But a combination of several things can reduce the chances. That's why vendors like Lindsey Racing strive to come up with new products.

For the #2 rod bearing, the short answer to why it fails is simply: it doesn't have a good oil supply if the oil pressure drops or if there is foam (air) in the oil. That's why people cross drill the crank, run the pan baffle, run windage trays, don't overfill the oil, use high-quality oil with ZDDP, etc.

lart951

do we have any data for his engines? was he able to correct the problems on his builds? how many guys running Chris's engines and are free of these two issues?

I am asking questions simply as that, why don't you make your self useful for once and find that thread

lart951

I have seen many cars without the #4 steam vent near 200k miles that had original hg, I am not 100% sure about the air pocket or least cooling flow.

#2 poor oil supply or low oil pressure, maybe foam?

lart951

I will do today, good idea

carlege

I think the head gasket has a little to do with the car design and rather the Age and Tune. Some people just dont know their AFR and dont seem to care.

The steam kit is great for bleeding the system but i think putting a close valve on it when your done bleeding would be a better idea than letting it run free 100% of the time

DDP

I think there was something posted on Pelican maybe about a guy pressure testing the crankshaft with water to simulate flow. His results were #1 and #4 shared over 60-70% of the flow while #2 and #3 split the rest with #2 being the lowest. I would look for it but I don't like going on Pelican.

blade7

Sorry not an answer but another question, when #2 fails what shape are the other bearings in ?, is it just #2 is first and the rest would fail shortly too.

reno808

i get threatening PM's. Ppl on here cry way to much. They need to get a life instead of PMing me. They are not even admins

reno808

Dude everyone knows the answer. why make a thread. DRY SUMP done

pettybird

and it came with videos...fascinating to watch. there's a LOT of aeration going on in there.

lart951

I have a customer with a 450rwhp race car lots of engine work and a dry sump in his last race @ willow back in April he spun # 2, okay Einstein so much for your answer, I believe there is another thread two other guys with accusump also had #2 failure we know accusump is not as effective as dry sump but still better than stock.

lart951

do you have a link for that thread on gaylican forums? oh man I am banned there never mind.

lart951

good one the last engine with # 2 failure that I opened (2 weeks ago) had no damaged to the other bearings let me see if I can find the bearings and post a pict.

carlege

If this was the case wouldnt the fix be to put a collar on the outlet of 1 and 4 to allow 2 and 3 better (equal) flow