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#1242
08-21-2019, 07:12 PM
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__________________
'71 GTO, 406 CID, 60916, 1.65 HS, '69 #46 Heads 230CFM, 800CFM Q-jet, TH400, 12 Bolt 3.55 '72 Lemans, Lucerne Blue, WU2, T41, L78, M22, G80 |
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#1244
08-21-2019, 07:48 PM
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 I know that feeling.
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Karl 
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#1245
08-21-2019, 07:57 PM
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#1246
08-21-2019, 08:00 PM
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Carry on... .
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
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#1248
08-21-2019, 08:09 PM
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Karl
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#1249
08-21-2019, 08:15 PM
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The More People I Meet, The More I Love My Dogs! |
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#1250
08-21-2019, 08:20 PM
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Better to check anyway! That sure was deceiving, blew up the video as large as I could after the mention of possibly the crank, good catch... Every stone will be turned over once this is figured out!
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#1252
08-21-2019, 08:28 PM
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Karl
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#1253
08-21-2019, 08:52 PM
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Quote:
__________________
'71 GTO, 406 CID, 60916, 1.65 HS, '69 #46 Heads 230CFM, 800CFM Q-jet, TH400, 12 Bolt 3.55 '72 Lemans, Lucerne Blue, WU2, T41, L78, M22, G80 |
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#1255
08-21-2019, 09:49 PM
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#1256
08-21-2019, 10:06 PM
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__________________
Karl
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#1257
08-21-2019, 10:39 PM
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My wife was watching a cooking show where they were grilling 2 1/2 lb 2' thick porterhouse steaks. When this thing gets right, I may buy one of those....not cheap though...maybe some good bourbon to go with it
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 65 Tempest, 400, TH400 86 Fiero SE 2.8 |
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#1258
08-21-2019, 11:32 PM
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#1259
08-22-2019, 07:12 AM
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I wonder how the new distributor bushing is now? any slop? Sure would be interesting to see the oil pump drive shaft. I wonder if there is true distributor gear engagement? like maybe part of the cam gear not cut deep enough, putting the dist gear in a bind at a certain part of the rotation. The KNOCK could be the oil pump drive shaft hitting the side of the hole in the block. The cam gear (distributor) was the only thing NOT replaced.....right?
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1968 Firebird 400 RAII M21, 3.31 12 bolt, Mayfair Maize. 1977 Trans Am W72 400, TH350, 3.23 T Top Everyone you will ever meet knows something you don't. Bill Nye. |
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#1260
08-22-2019, 07:45 AM
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FWIW, thinking about it last night, if the crank counter weight was interfering with the oil pump driveshaft, it would be timed with the timing chain and gears. The shaft would only hit at a specific time causing only a portion of the shaft to be polished, which it is only polished on one spot. It can't hit the counterweight for a full revolution as the counter weight is roughly flat on half 50% of the circle.
Now the driveshaft is turning at half the speed of the crank due to the 2 to 1 ratio of the timing chain, making the spot rubbing maybe 25% of the circumference of the driveshaft. Going from memory, I seem to recall that could be what I saw when the shaft was photographed. I know it may be a long shot, but the known noise is somewhere in the drive of the distributor and oil pump area, and hitting the counterweight would make a noise that was intermittent each revolution of the crank. It would also explain the driveshaft only being polished in one spot. If the long shot I dreamed up is correct the interference would be very slight. I don't know if that crank residing in the engine presently is an aftermarket crank, (since its a 467 based on a 400 block it almost has to be) but we all know the chi coms have been known to manufacture parts without the utmost in quality control. This may be something, or it may be nothing, I just want this to be put to bed. The oil pump shaft only being polished in a small area still sticks in my mind, and I think it is interfering with some other internal engine part that isn't stationary. There you go, a possible cause, I could be totally wrong, but there is a small chance I could be right. If the oil pump shaft was put back together 180 degrees from where it was initially in this last disassembly, it should now have 2 polished spots on it, if it happened to be put back in the original position it would still only have one spot. It would also explain why when replacing the oil pump and shaft in the first go around, the noise persisted. One other thing is an oil lite bushing is pretty benign due to it softer nature and for only being circulated for a minimal amount of time in the engine it seemed to do quite a bit of damage to wear surfaces, (bearings rings cylinder walls) usually reserved to steel or iron circulating through an engine, not oil lite bearing material. Anyway something to check out, since the obvious things have mostly been checked out by this time.
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Brad Yost 1973 T/A (SOLD) 2005 GTO 1984 Grand Prix 100% Pontiacs in my driveway!!! What's in your driveway? If you don't take some of the RACETRACK home with you, Ya got cheated   
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