[TedRamAirII]

If the poly locks still ended up at different heights, I want to know why?

[chiphead]

The refrigerator bulb in my brain came on today. In one of those videos, there was tons of oil coming out of the #2 and #4 cylinder pushrods, and not much out of the #6 or 8 pushrods. I know I mentioned letting it run longer, but if you did and the same thing kept up, something may be amiss with the lifters.

How does the metering work in those lifters? Does the lifter control the flow of oil to the pushrod with a fixed orifice or a disc? Is there a chance one of those lifters is bypassing too much oil, and not pumping up correctly? Meaning, all the oil is going right out the pushrod, and not staying trapped in the lifter body to take the slack out of the plunger?

I know its a long shot, but if you don't find anything else, then you would have to look at the lifters. This is after tie bar contact, lifter bore condition and valvetrain geometry is verified.

Here is some lifter 101 for reference:

http://www.victor-aviation.com/Hydra...on_Matched.php

https://www.youtube.com/watch?v=b2RZqIETIpQ

[STEELCITYFIREBIRD]

Originally Posted by TedRamAirII

If the poly locks still ended up at different heights, I want to know why?

What he said!

[TedRamAirII]

Seems if you can put your hand on the oil pan,starter, bell housing, rear cap/oil pan area, etc and FEEL the noise? I would for sure pull the plugs and turn the crank by hand. I think it was Sam from Qatar that showed a video in slow motion, that was great. If you marked the flywheel with a paint mark, and had a timing light on it, in slow motion, you could pinpoint where the noise was in the rotation. That guy in the video with the stethoscope should have found it by now! Good Luck. ; ) How was the oil pump shaft / crankshaft clearance?