Quote:
Originally Posted by Jay S
It was a good catch by Kenneth to see it had one piston turned opposite the others. Pretty obvious mistake made by someone. Hopefully you get all the issues with the engine sorted out. That probably wasn’t causing any problems as long as the connecting rod was oriented right, but it needs to be fixed while you have it apart. Make them all the same, either stock, or reversed.
Having the pistons reverse hanging puts less force on the trust wall of the cylinder and piston skirt. It is really not much of a secret speed modification, and most of the time it does not do anything. Put all the pistons back stock, or leave them backwards, but get them all the same.
Sounds like the machinist is Knurling the guides. It tightens the guide up. It is not close to as good as bronze guides, but is cheap to do when the guides are a little loose.
Changing to Rhoad’s lifter would mean breaking in another set of lifters on an already used cam, which seems unnecessary since you have already run it. You probably wouldn’t like the noise Rhoad's lifters make anyway. Advance the cam to 109, fix the other engine issues and get it back together.
The cams overlap creating a ghost's noise is very unlikely.
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Having the pistons reverse hanging puts less force on the trust wall of the cylinder and piston skirt. It is really not much of a secret speed modification, and most of the time it does not do anything. Put all the pistons back stock, or leave them backwards, but get them all the same.
You said: Having the pistons reverse hung puts less force on the trust wall of the cylinder and piston skirt. It is really not much of a secret speed modification, and most of the time it does not do anything. Put all the pistons back stock, or leave them backwards, but get them all the same.
Mikes reply: I am under the impression that the load on the original factory orientated Piston, with the offset pin that takes the thrust off the outside Piston wall and puts it up toward the inside wall, was genius and a credit to the engineers at Pontiac.
So, if one turns just the Piston 180 degrees on the same Rod factory orientation, defeating the purpose at the very least and causing more undue friction and more wear back onto the Piston outside wall. What was gained in the mind of the racers that performed this trick? What is gained and how do they get a couple of tenths gained in a quarter mile race? Some say it helped on some motors and some say not on others. Unless Blueprinting and Balancing is performed at the same time and who's to say that is the reason for the better performance. Testing on the same Engine both ways is the only way to tell, perhaps they thought of that? Makes me wonder...