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Parts Specialist
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Joined: Aug 2008
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scares me a bit, glad you are doing it.... makes me wonder if there will be a "fix" or just a pile to clean up when you are done.... Nice job on the tool fab to get it done w/o buying them !!
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From: Knoxville, TN
Thanks for the support guys!
I finally dismounted my spare 951 block from the engine stand and got the crankcase properly mounted where I could safely rotate it to complete the disassembly. About all I accomplished after that was doing a little garage cleaning (did you know a 50 lb. bag of oil dry is only $9.99 at Ace Hardware?), removal of the pulley, water pump, oil pump, and sump cover.
I found some interesting things inside the sump. Looks like a collection of case sealant (they should be more careful when they apply this at the factory), aluminum shavings, and the tensioning spring for a seal, presumably from the orginal RMS, as this was replaced shortly before I bought the car. Not sure if the aluminum shavings are manufacturing artifacts or something else.
Whatever, it isn't likely they caused or are the result of this particular problem so I'll split the case tomorrow and either be more confused or finally discover the root cause.
I finally dismounted my spare 951 block from the engine stand and got the crankcase properly mounted where I could safely rotate it to complete the disassembly. About all I accomplished after that was doing a little garage cleaning (did you know a 50 lb. bag of oil dry is only $9.99 at Ace Hardware?), removal of the pulley, water pump, oil pump, and sump cover.
I found some interesting things inside the sump. Looks like a collection of case sealant (they should be more careful when they apply this at the factory), aluminum shavings, and the tensioning spring for a seal, presumably from the orginal RMS, as this was replaced shortly before I bought the car. Not sure if the aluminum shavings are manufacturing artifacts or something else.
Whatever, it isn't likely they caused or are the result of this particular problem so I'll split the case tomorrow and either be more confused or finally discover the root cause.
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From: Knoxville, TN
So, I split the crankcase and removed the pistons, the 1-3 bank rods, and the crankshaft bearing assembly. And I still can't find anything wrong with either crankcase half or either of the seals that join the upper and lower coolant passages between the crankcase halves.
I also disassembled the oil pump and see no abnormal wear there. And I've found no source for the aluminum shavings I found in the sump, so I'll assume those were missed by the cleaning process after the engine components were machined.
I do still need to disassemble the crankshaft bearing assembly and inspect the crankshaft mains, but based on the condition of the 1-3 bank connecting rod bearings and journals, I expect them to be in very good condition. All the pistons appear to be in very good condition as well, with minimal wear marks.
I've done an initial cleaning and inspection of the heads, but after trading email with Jake Raby of Flat6Innovations.com (who has been very generous with his time in answering my questions, BTW), I've decided to do some further cleaning of the heads and tear them down to inspect for cracks under the exhaust valve springs.
Once I get things cleaned up I'll take some pics of the pistons, bearings, cylinder walls, etc. and post them here. In the meantime I've attached pictures showing the wear on the plastic chain guides on the variocam mechanisms I mentioned further up in the thread (1-3 bank followed by 4-6 bank):
I also disassembled the oil pump and see no abnormal wear there. And I've found no source for the aluminum shavings I found in the sump, so I'll assume those were missed by the cleaning process after the engine components were machined.
I do still need to disassemble the crankshaft bearing assembly and inspect the crankshaft mains, but based on the condition of the 1-3 bank connecting rod bearings and journals, I expect them to be in very good condition. All the pistons appear to be in very good condition as well, with minimal wear marks.
I've done an initial cleaning and inspection of the heads, but after trading email with Jake Raby of Flat6Innovations.com (who has been very generous with his time in answering my questions, BTW), I've decided to do some further cleaning of the heads and tear them down to inspect for cracks under the exhaust valve springs.
Once I get things cleaned up I'll take some pics of the pistons, bearings, cylinder walls, etc. and post them here. In the meantime I've attached pictures showing the wear on the plastic chain guides on the variocam mechanisms I mentioned further up in the thread (1-3 bank followed by 4-6 bank):