[TRADERMIKE 2012]

Originally Posted by Formulajones

I never said rod knock. Although I can't imagine those bearings being in that great of shape after running straight ATF through the engine. They are likely scored at a minimum, shortened life span at best.

What we've been talking about for a few pages now is piston slap. We already know it's not the flexplate. You found nothing wrong with it other than oblong/worn holes and that doesn't cause a noise.

Windage tray? Maybe but I doubt it. We already know the piston mishap with this engine, having some in backwards and one in the correct way, so that alone is a red flag to most of us. Someone dropped the ball there whenever it had been messed with the first time and should have been addressed when you found it. Unfortunately, I feel that things need to come back apart completely and refreshed properly.

Yes, a video would really help everyone. There are many of us here that have heard a lot of strange things about engines. Without a video we can only guess, but from descriptions you've stated up to this point, there isn't much left to guess at and it starts to narrow things down to what some of us have mentioned already. Fingers crossed it's simple, but at this point I'm thinking it's more involved.

Mikes reply:

I have to ask, why would a Piston being installed backward for as long as it has and under my own torture, that I put on this Engine, endure to 130 mph. Where I found all the internal problems and solved them over time. In the beginning the Rocker stud nut was cracked and I replaced them with 7/16" screw- in studs , because I was bending the Factory Push rods. While there, we installed the Johnson Hydraulic Lifters, a new oil pump and HD Chrome moly Push Rods, had a new timing Gear and dual chain. I drove for about four years testing and tuning.

The # 886 Cam was worn out, but who knew at that time. I had the Tri-power Carbs. completely rebuilt, by us OfCourse, using genuine Rochester parts that would have come in these Carbs., from the factory. We installed the 1/2" spacers under the Rochester's too. We had Air Induction as well and the Carbs. are up-jetted to a 428 ci Motor. So, this combo. at 70 mph, stomp on it, the secondaries come in with the kickdown gear, working at this time, in synchronicity with the stock 13" Torque Converter and I launch from 90 mph to 120 mph. Throwing me back into the seat and then it moves slowly to 130 mph, tops. Now, all of you can tell me that I need to build the bottom end of this Motor, today, now?

I believe that the noises that I experience today, that I am eliminating one at a time successfully, I might add, will not beat me and if they do and all of you were correct, I will have to apologize. I am not afraid to build this Motor, I have the tools and the experience. I would use a Machine shop, where needed, because they have the tools that I don't have.

I tell you this Engine is a monster and I still carry extra weight in the trunk due to the posi-traction W/ four-wheel Disc Brakes.

By the way, when we removed the Cam # 886, years after we flushed the Motor with the ATF, the Cam Bearings did not have sufficient ware on them to be replaced and that is what I base the lower end on today, Crank Bearings, being as well of course. The Cam Bearing in the middle, had one light scratch in it, taken out with light scuff pad. So, we installed the new "041" Cam using the existing Cam Bearings. I did not know that when we installed the New Cam that we had an issue with the kickdown system, until rebuilt the Trans. The Detent solenoid wire needed repair and the Detent solenoid had to be opened and cleaned out of debris. We added a new seal to the Valve Body and tested the electronic switch.

There was another problem, so, we repaired the switch and added an LED light to the circuit. So that when we pull the plunger out of the switch and that light comes on, we know exactly where to adjust, when the light comes on, at a certain pull on the plunger and we can visualize where to make our adjustments more accurately. This is but one of the various innovations that we have made to this Vehicle, along the way. This Vehicle is a one-of-a-kind work of art to us. Thus, my original complaint about this "041" Cam is "null and void". Now that we corrected the High-end passing system that works on the Elec. Detent Solenoid, that is located at the Manual Valve Body, within the TH 400 Case.

Through the Case, the wire runs to the Detent switch at the Carb. area, attached to the linkage. I have yet to reach the new top end speed of this Motor combination, in this Vehicle, due to the fact that I don't have the speed rated tires installed in order to perform such a high-speed test. As I stated, at the start of this thread, I wore out the Cooper tires in four years at the rate of one per year, testing this Vehicle at high speed. I had no reason in putting my life in harm's way. I did not know this at that time, until the tires were separating on me, every year I had to purchase a new one.