Search results

The actual performance advantage I can think of is that the uniquely matching cap/rod surface that is created actually locks back together when the rod bolts are torqued down, pretty much eliminating any chance of the caps "walking" unless a rod bolt stretches to the point of failure. But I...

I've routinely used M1 0w40 in both my flat-tappet Chrysler 440 Magnum engines, as well as an AMC 360 and a Jeep 4.0. Works great... I just had the distributor out of one of the 440s to re-curve it a little and took a look at the cam while the hole was open. Absolutely spotless, and a very...

Seems like the obvious thing to try first is a new PCV valve. Oil consumption through a PCV can be huge. Nothing in the engine is going to change suddenly, unless its something extreme like a broken ring. But a PCV valve can reach the sticky threshold overnight.

TI had to LOL just a little at that article... all the pictures of current-generation vehicles when talking about cars likely to reach 200k miles. The fact is its OLDER versions that are reaching 200k, not the current stuff, which is un-proven. A perfect example is the Suburban... GMT800s were...

Huyndai engine I life is more a function of whether it was one of the unlucky ones that had manufacturing debris left in the crankshaft passages than by viscosity. :-/

Looks brilliant- but not much help on the horizontal filters on my big-block Mopars. The Gen3 Hemi can use it for sure, though.

As was mentioned, Chrysler Lean Burn engines ran very lean under light loading during the ~15 years they were in production. There were more cases of (relatively) benign head cracks between the valves (not into water) in the smallblocks than in the years before and after Lean Burn, but for the...

Its not even the actuators... its the tolerance in the software that turns on the error code is unnecessarily tight. And *that* may partially be driven by emissions, although VCT/VVT actually is more of a performance thing than an emissions thing.

It’s come up on the Challenger forums a few times, I would say it’s not common. I did see it personally on a Pentastar v6, but thats a pretty different VVT system (more complex with 4 phasers vs one). The VvT still works, it’s just that it may not respond as fast as the OBD self-monitoring...

Well, it’s all been told many, many, many times. Including how close Eric Clapton came to being in that same helicopter...

I remember him from before he hit it big... but then I also grew up in Austin. SRV, Eric Johnson (and their band mates/collaborators like Chris Layton, Tommy Shannon, Tommy Taylor, Kyle Brock, Roscoe Beck) all playing at Antones and the other venues. Plus Jimmy Vaughn and the Fabulous...

I've been reading Tony DeFeo's writing since the 90s, and generally find his knowledge trustworthy... except on modern engines. :-/ I was practically yelling at the screen when he was talking about the "wear" marks on the side of the roller lifters that "indicated lack of oil." Tony, Tony...

Honestly, I think it all depends on whether or not your engine rolled snake-eyes on the assembly line and got one or more defective lifters from the supplier. The idea that the cam doesn't get enough oil is, IMO, laughable. There are lots of copcar 5.7s that have racked up several hundred...

If you ask me, the fact that both roller lifter and flat-lifter cam failures (which have totally different lubrication requirements) started seeing masses of failures at roughly the same time hints STRONGLY that the cam and lifter manufacturers are the root problem. Be it poor metallurgy, poor...

And here’s an RP from one of the 440s. About 2500 miles, a little over 2 years

most of my filters run longer in at least some respect. The two vintage 440s don’t rack up tons of miles, but typically go 18 months to 2 years on a filter. The new cars usually run 6000-9000 mile OCIs based on oil life monitors. Here is a pic from the Purolator Boss I posted yesterday, which...

I’ve been using Royal Purple compressor oil for years, but any reputable brand will do. Some use non-detergent engine oil, but I prefer specifically formulated compressor oil. The operating conditions are radically different from a piston engine. Far more moisture, no combustion byproducts, no...

The low energy density is probably a killer. Not many general aviation operators would accept a ~25% reduction in range at the same takeoff weight. Of course you could modify the engine to gain back a portion of the loss, but then you’d have certification issues. And corrosion, and water...

i haven’t posted any filter pics in a few years because I’ve been running Royal Purple wire-backed synthetic media filters on everything, and they always look exactly the same: just like new, only wet with oil. :p but last time around I was short a filter and decided to try a Boss for the first...

I swear, that’s a Purolator from two generations ago... string around the media and all. Does the bypass spring look kinda like an old 45 RPM record spindle adapter? (Pic is a modern Purolator, bypass valve spring is the same as the old ones.)