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7.3 Aftermarket
7.3 Engine Build Disaster
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[QUOTE="IdahoF350, post: 1103379, member: 2989"] If inspection confirms both engines failed for the same cause, it's possible it is a parts OR machining related issue, both of which should have been caught during assembly unless the builder trusts his machinist and doesn't measure anything. On the parts side I've had bearings that were marked for the wrong undersize before, but caught it because I measure everything prior to assembly. A .010" under bearing on a standard crank won't let the crank turn, but .001" under often will. Or you can sometimes get X coded bearings that have additional clearance but are not marked as such. All of this is why my bore micrometer sees every bearing, including the cam bearings when I build an engine. And a standard bearing marked .010" under kills oil pressure on most engines, especially the mains, but when it's the rods, they usually bang around until you end up with spun bearings. The other side of this is the machining may have been sloppy, inconsistent, or worse. I've had "standard" cranks that were polished so much to clean them up they ended up with .0030-.0045" TOO MUCH clearance, normal bearing clearance ranges these days is .0005-.0025" depending on the engine, and sometimes you can get away with .0005-.0015" extra if it's not oil pressure critical and you're looking for a looser "broke-in" clearance for a competition engine. I've seen journal radii destroyed by machinists, I've seen cranks that were turned down, polished and the oil holes never chamfered, I've seen chamfers done after final polishing where they got sloppy and touched the journal. I've had cranks that the journals were out of round or had substantial taper, because the machinist doesn't keep up his equipment or worse, sets it up wrong. And my favorite are cranks that are bent, machined anyway, and then wipe out the bearings. I've also seen blocks destroyed by being improperly line honed and line bored, getting them out of line, losing proper bearing retention and generating excess bearing clearance, it's run the range of problems over the years. Again, a truly professional engine builder should catch 95% of this stuff during cleaning, measurement, and assembly. That's why I used to charge $500-$2000 for assembly depending on the engine. My reputation depends on my attention to every detail, and if I'm assembling a $15K-$25k dual overhead cam V8 twin turbo engine, what's $1500-$2000 to have it done right and know everything is correct? I feel for the OP here. This is a bad deal. Especially when so much effort and financial resources is lost on a failure like this. I can't stress enough, pay a third party to do the teardown and failure analysis. Have pictures taken every step of the process. Take measurements of parts, good and bad. Document EVERYTHING thoroughly and accurately, and get the opinion of your "inspector" in writing, he will be your expert witness, so choose someone with credibility, expertise, and experience with these engines. And finally, if your state (Oregon?) has something like California's Bureau of Automotive Repair, document your issues with them and get them to work with you to resolve this, it may avoid the added expenses of lawyers and court proceedings. Don't waste your time initially with the better business bureau, or online reporting, it won't get you any satisfaction, and it will just make it harder to get the problem resolved if the engine builder can be made to make good on it, save that for after resolution, but be honest about your experience and tell how it was handled to get resolution or whatever final outcome. Best of luck with this, I think all of us hope you can get it resolved and move on with life. Sent by my right thumb! [/QUOTE]
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