Help with rear iron removal
09-30-23, 03:53 PM
#26
Full Member
Thread Starter
replacing the oil cooler
The adapter fitting that goes into the engine block loosened up but the nut on the line was frozen, so as I continued to try to break it free I twisted the tube!
Also, at some point I jacked up the car against the bottom of the oil cooler and put a nice arch in it.
So, I have a new oil cooler and some nice braided lines to put on.
Speaking of jacks, I just noticed where I placed the four stands on the frame, the frame is collapsing! Another thing to add to my list of mysteries!
I will post more pictures of my unidentified parts and ask for your kind help finding out where they go!
Thanks!
10-02-23, 03:05 PM
#27
Red Pill Dealer
iTrader: (10)
I just thought of a way to remove ALL the debris from the oil passages! $29 universal rifle cleaning kit!
The assortment of bore brush sizes and the long cleaning rods would get all the way to the back of the main oil passage. And the rifle bore solvent is no joke!
The jet passages would be easy to clean up with Q-tips, if it would save the shaft for reuse it would be worth it.
What do you think?
I saw a web page years ago that distilled water was introduced into a hot running engine through the small vacuum port beneath the BAC valve. I don't recall how much water was used but the idea was to have the water flash to steam and clean the carbon from the rotors!
How often, I don't know. I have a scope that I can put through the spark plug hole and do a before and after thing with it.
I'll put 10K on the engine running just pre-mix and see how it goes.
Yeah, I am overly concerned about carbon build up, the original engine threw an apex seal, I always thought it was clogged OMP lines. Now this second engine spun a rotor bearing, I kept the oil level topped up at all times, and changed the oil once a year. Now I will change the oil and filter twice a year.
Thank you all for your input, I have learned much from your posts.
I'm off to install the oil relief plug into my new engine, one less thing to be concerned about.
My goal is to be able to throw a suitcase into the back and drive to California without any worries that the car will break down on the way!
The assortment of bore brush sizes and the long cleaning rods would get all the way to the back of the main oil passage. And the rifle bore solvent is no joke!
The jet passages would be easy to clean up with Q-tips, if it would save the shaft for reuse it would be worth it.
What do you think?
I saw a web page years ago that distilled water was introduced into a hot running engine through the small vacuum port beneath the BAC valve. I don't recall how much water was used but the idea was to have the water flash to steam and clean the carbon from the rotors!
How often, I don't know. I have a scope that I can put through the spark plug hole and do a before and after thing with it.
I'll put 10K on the engine running just pre-mix and see how it goes.
Yeah, I am overly concerned about carbon build up, the original engine threw an apex seal, I always thought it was clogged OMP lines. Now this second engine spun a rotor bearing, I kept the oil level topped up at all times, and changed the oil once a year. Now I will change the oil and filter twice a year.
Thank you all for your input, I have learned much from your posts.
I'm off to install the oil relief plug into my new engine, one less thing to be concerned about.
My goal is to be able to throw a suitcase into the back and drive to California without any worries that the car will break down on the way!
I had always wanted to drill a hole from the back of the eshaft into the oil galley and tap it for a pipe plug, just for cleaning it out, I don't believe it's hardened there.
I also wanted to just plug the damn oil dump hole in the eshaft instead of the pellet. I mean, why not if you have it apart? That part of the eshaft fits air, just don't have it proud. It may not be hardened there either and could possibly be tapped.
10-03-23, 01:44 PM
#28
Full Member
Thread Starter
Dirty air getting into the intake
They are the same deposits that are on the rotor housing and spark plug. Are they normal from the gas used? And why form only here and there?
Then there is all the black oily crap that pretty much gums up the sleeves in their bores. Is it from the OMP oil injection into the secondaries? I was changing my oil like a champ!
I noticed the buildup on both the inside and the outside of the sleeves, and the bores were coated also. How is this buildup occurring, even though the secondaries are closed more often than nought!
I came up with the theory that unfiltered air is entering the sleeves through where the aux. port actuator rods go into the lower intake manifold!
I know there is an elaborate arrangement of seals and washers on each one, but after a few decades of use they must show some signs of wear?
Re-enactment:
The secondary throttle plates are beginning to be opened and air begins to flow into the 4th and 5th ports as the injectors come online.
The vacuum is high at this point and the omp nozzles start to add some engine oil into the airstream to lubricate the apex seals. The only oil they get!
But, the vacuum is so strong that "DIRTY" air is also being drawn into the intake through the worn seals on the aux. port rods that turn the sleeves.
Even though the sleeves are still completely closed. There is a 1/4" hole at the bottom of each aux. port bore, goes right through to the intake port below it! Connecting it for some reason, but allowing unfiltered air to be drawn through the aux. port.
I will have to look closely at the entry point and see if I can find where the air is coming through and come up with a long term fix. Perhaps a small amount of RTV in the correct area when I assemble the intake?
Let me know what you think. I am just not going to remove the LIM every few years just to clean the 5th and 6th port sleeves and bores!
10-03-23, 01:49 PM
#29
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if you hit the gas, the injector is on, and that fuel will actually keep stuff cleaner.
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diabolical1 (10-03-23)
10-03-23, 03:41 PM
#30
what i think ....
it was all the crud in the chambers themselves, that's what i was musing/hypothesizing about with the unfiltered air. it would seem that lack of lubrication played some part in it. i remember peejay wrote about an experience he had where i think he did an event, and he said that unfiltered air pretty much tore his engine up from the inside. so i threw it out there, but going back to something you said earlier - about the material from the rotor being smeared - i suppose what looked like foreign debris could be the missing material from the seals and rotor mixed in the oil. i guess that's far more likely than unfiltered air.
for the crud in and around the auxiliary ports and sleeves, i tend to agree with the scenario in J9fd3s' post. if you think about the issues that many of the European (and i guess some Japanese) cars were having when they embraced direct injection, it's a similar thing, right? (as a side note, that's why i love Toyota's solution so much. it made the most sense to me.) all that crud gets blown back into the intake. the primaries and main secondaries don't get it so much because they have fuel to "wash" them constantly. the auxiliaries are only open some of the time and so, they retain some of the crud.
it was all the crud in the chambers themselves, that's what i was musing/hypothesizing about with the unfiltered air. it would seem that lack of lubrication played some part in it. i remember peejay wrote about an experience he had where i think he did an event, and he said that unfiltered air pretty much tore his engine up from the inside. so i threw it out there, but going back to something you said earlier - about the material from the rotor being smeared - i suppose what looked like foreign debris could be the missing material from the seals and rotor mixed in the oil. i guess that's far more likely than unfiltered air.
for the crud in and around the auxiliary ports and sleeves, i tend to agree with the scenario in J9fd3s' post. if you think about the issues that many of the European (and i guess some Japanese) cars were having when they embraced direct injection, it's a similar thing, right? (as a side note, that's why i love Toyota's solution so much. it made the most sense to me.) all that crud gets blown back into the intake. the primaries and main secondaries don't get it so much because they have fuel to "wash" them constantly. the auxiliaries are only open some of the time and so, they retain some of the crud.
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