Tuesday, March 21, 2023

What Happened to #ETCGDadsTruck Engine?

Main What Happened to #ETCGDadsTruck Engine?

Viewing 40 posts - 1 through 40 (of 49 total)
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  • #120491

    Those of you that have followed the #ETCGdadsTruck build know that I had some difficulties just after breaking in the freshly rebuilt engine. Aside from the …

    Dj M

    Thanks for the info , iam sorry to hear that happened, I guess live an learn . Again nice vid πŸ‘πŸΌπŸ˜


    Sorry that happened bro, I know how disheartening that could be. Reminds me of the first time I ever did brakes on my own car and I didn't put the washers in the caliper for the brake line because they didn't come with the kit. And the old washers were stuck in the old calipers. Man that pissed me off. I gave up working on cars for a long time after that.

    Brian Coville

    I had to stop to think about this subjec few minutes some fuel injection engines have thing called fuel injection timing that works with the engine timing to let the computer know when to fire the fuel in and also the computer controls the ignition system to. Timing chain is not bolted in correctly I can see how the system can go Haywire 3 things that going to line to make this party happen.


    Anyway, besides all that, I don't believe that an octane rating is very accurate these days from truck load to truck load, or in some cases they put 87 in the 93 tank or even ethanol levels. Yes the computer should be able to adjust for it I would hope, but I have never run a controlled engine or injection. I learned on an old 261 blue flame strait 6 where to adjust timing and fuel jets. Just stay at 9.5 and don't go below 91 and keep in mind ethanol evaporates out of fuel pretty quick on a hot day. My truck likes around 5% ethanol at 6 deg before top dead, any higher than that in the summer it will try to ping up a steep hill in 4th gear. lol, I'm going electric one day. :}


    I don't recall you talking about the degreeing of the cam that can affect compression ratio as well. Even the head gasket can play a large role plus cylinder combustion size. Flat topping the pistons should not be a blame itself. The amount of preparing to assemble an engine is ridiculous, finding top dead center measuring crank clearances,etc…. it is a over whelming especially when you go to the edge of high performance, I hope it all works out. Sounds like you have a good plan.

    Chinook Helomech

    It is pretty astounding a mechanic paying for an engine to be rebuilt / built would not KNOW, nor ask what the engines compression ratio would be. And yes as you said at the end. 10.5 to 1 compression is about the limit for being able to run an engine on pump gas. That engine was built to fail under the conditions you expected it to work under.


    Next time gap your rings properly.

    Steve Madak

    Stock deck height is 9.020. Rebuild/overbore pistons are 9.000. This is so you can specifically deck your block and bring it back to 0 during a rebuild. The real question is ; 'what is your overall quench?' Meaning with the piston in the hole and your head gasket installed and you check each piston @TDC(top and bottom of the block for rock) what will be the end number? There's volumes written on the effects of having too much room between the piston and the flat part of your head. That gap if its too big will trap fuel which will wait to be ignited and pre ignite the next time around. Smaller is bettter. Never add a thicker head gasket or 'shims' to decrease compression. Ive gone as low as .032 in an SBC. All depends on if its a cast crank(they actually bend less)or forged, whats your redline, what are you doing with the motor , whats the overall compression, what fuel , yadda yadda.


    No windage tray? When I was a child they always used a windage tray AND a baffled oil pan on HP engines. As well as a forged stamped steel one piece dip-stick that wouldn't shred to bits!!!

    d Eddie

    I respect the hell out of you I'm going to say who ever assembled that engine put too much assembly Lube and hydro lock and broke the ring lands or pigging fron detination

    Shane Prescott

    This is the recent rebuild,?


    I would never put that much money is a 2bolt main

    Rick Gaine

    Kind of you to not want to blame the machine shop. However, in the clip you played, Kevin said the compression was going to be right where he wanteded it. Your calculations put it at 11×1 which for pump gas is to high as you said. Based on this and all the other blunders caused by this shop, you may want to consider finding another machine shop. You don’t diserve this. You have other videos showing mistakes by this shop. I base my opinion on what you have posted in your videos of mistakes made by the shop. You have enough sh*t to deal with in life, You don’t need an inexperienced shop working on your stuff. Plenty of shops in Ohio to choose from.


    thicker head gaskets?


    Eric we love your videos in you do a great job with them, but at some point in your life you may have to confront the fact that you suck at what you do, A coat hanger is your solution to the dipstick issue??? how about using an actual General Motors dipstick??? maybe weren't cut out to be a auto technician..

    Erik Swiger

    I'm astonished … I was under the impression that detonation was only damaging if it was prolonged. Didn't know so much damage could happen so fast.

    Glenn Merriman

    Not sure if I heard you right, but were you backing off total ignition advance to stop it from pinging or the base static timing? I would have thought backing off the base timing of 12 deg back to say 6-8 deg would of been better, as motors tend to detonate more at low rpm closer to idle. Ignition timing might not have advanced much off base timing, when you touch throttle & it starts pinging, so pulling back ignition advance might not reduce pinging much. But backing of the base or static timing might help more.

    Stashko Family

    Quick and dirty hone with a drill, those pistons you spoke of, and I bet it'll be good to go. 11:1 is definitely too high for even premium in a SBC. the 9.8 will be fine though.


    Just asking. Was a ridge reamer used at anytime in the building of that engine? Just asking as I did a tear down not long ago and the ridge did the same damage to the top side of the pistons just like you were showing, plus I found the same type of cracks. Very interestion video. Detonation the destroyer of many engines.. Keep up the good work. πŸ‘πŸ‘πŸ‘

    Dumb Ass

    That sucks and blows

    Davirlopez David

    I think the problem was engine temperature too low and a too much clearence in piston rings. I can be lean mix too. But for me is the clearance issue.


    Why didn't you run 91, 93 gas? How come some engines out there have 12.5:1 and run fine on pump gas?


    I think pintos had a compression around 11to 1, damn things would run on forever.

    Paul Wright

    ETCG just letting you know that I highly appreciate your knowledge, and explanations! All done in a laid back pleasant manner! Nuff respect!


    Sounds like the correct conclusion. Good call dropping the compression, better to leave a little power on the table than to be replacing parts all of the time.
    I remember an article from Hot Rod magazine in the 90's on a guy running a Nova with 14:1 compression in a drag car. He would daily the car, but to do so on pump gas (93 octane), he had to back the timing waaay down (to like 10-14 degrees IIRC) and had the biggest rad in LA in a street car.

    kevin hogan

    It's a Chevy what do you expect . I will keep my Ram.

    H E Associates

    sorry, dude looks like failure to correctly gap rings and machinung junk not completely clean from engine block before reassembly

    Scott H

    It looks to me it's caused by the rings Wasn't filed for a gap for when the motor warmed up


    you need someone to tune it, you cant do it yourself

    Motor City Mike

    Cut the header flanges between cyls. 1/3, 5/7, 2/4, and 6/8.
    This lets the tubes move or twist slightly when they're tightened and seat squarely against the head.
    Getting all four tubes flat at the flanges with a belt sander is absolute murder.
    Most SBC headers with a single flange for all four tubes leak sooner or later unless you cut the flanges – after the first couple times I ran into this a friend told me about cutting the flanges, I did from then on and never had the problem again.


    to much heat in the cylinder not enough cooling

    Aaron Meloccaro

    Well, now you know. Each experience is for learning. Even as a mechanic, you cant know everything all the time.

    Michael Peterson

    Your engine compression calculator is dead wrong ! No way your flat top pistons are making 11 to 1 compression ! By the way your Machinist should have been smart enough to advise leaving .005 – .010 On the deck surface in case a problem arose in the future .. that way there would be enough meat on the surface to machine anything there… The engine was sucking oil through the PCV ! Look how wet the tops of the Pistons look when you took the heads off the engine ! Tops of the pistons should not be wet with oil !

    Rott Man

    Piss poor engine builders! These guys should be ashamed of themselves!

    Tom G

    What about forged pistons? Would that have prevented the damage?

    John Wayne

    Every 454 GM I ever worked blew up on me. I never pushed them hard. Lean on them a lil then the oil bottomed out then the temp light πŸ’‘. Can of marbles after that. 460 Ford no problems. 396 Gm , 400 SBC , 427 GM no problem.

    Aris Torm

    Use a METAL gasket on the headers.

    Wayout West

    I watched your videos on the engine build. Considering all the care and your knowledge of engines, if I am ever considering a re-power on a vehicle, I will definitely stick with a crate engine.

    A R

    Thanks Eric. Very good explanations and review.

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