Finding major problems with the Last of the Iron Lion's Holden 355 stroker engine
Vložit
- čas přidán 5. 07. 2024
- In this video we delve into the internals of The last of the Iron Lion's Holden 355 stroker engine to find the source of some extremely silver metal flake engine oil.
Leave a comment on your theories as to the reason for the damaged parts. - Auta a dopravní prostředky
![GM HOLDEN 304 V8 ENGINE RE-BUILD [EP3]](http://i.ytimg.com/vi/56YzPeigvns/mqdefault.jpg)
Keen to see the engine rebuild.
@Big Al
Good news is the engine has been tested and cleared to go.
A shopping list is in the works at the moment before sending things to the machine shop.
Is that cam thrust plate original gm or aftermarket poor material? What brand of crankshaft? Crank gear inline with cam gear?
@Chad Lantry
From what we can tell it's an original retainer. Being steel roller cam retainer material definitely a line of investigation, cheers.
As for brand of crank, not much in the way of markings to be seen.
Chain alignment definitely in for scrutiny on reassembly, of course with a new chain set.
Hi mate, back in the VB - VK days we used chew off oil pump and dizzy gear drives because of trying to run after market hi pressure oil pumps. Most times we would put the standard ones back on and port match them for smoother flow and a few other oil gallery mods in the engine block .
@Allan Carson
Thanks for the great info.
Have always been wary of high volume pumps on 308/304, have heard things mostly revolving around over oiling the top end at high rpm but can definitely see how the load on gears could be an issue aswell.
100% we run stock oil pump we just shimed the relief valve, in our 600hp N/A 308 and external oil pump on our 700hp N/A 355, he hasn't block off some of the stock oil galleries' looking at his build looks to me it was just a 355 Crank in a stock bottom end
That’s why Holden cast blocks specifically for roller cams. The lifter bores are cast much taller in a roller block to reduce the aggressive lateral movements of a roller lifter. By using such a huge solid roller cam and lifters in a non roller block, such as this one, you’re just asking for trouble. You can now get much shorter roller lifters now which aren’t much taller than the original lifters, with tie-bars , from Crane ( I think it is ) to use in non roller blocks which greatly reduces the sideways movement and I’m pretty sure you can use the standard length pushrods with them as well.
@jasonnielsen2125
Thanks for the info, interesting stuff.
Unfortunately we were surprised to see a non roller block when we disassembled and just have to go with what we have.
Hopefully with a well set up valve/rocker geometry and the correct length push rod we can eliminate as much unwanted side loads as possible.
Will definitely keep those lifters in mind cheers
@@nexgenrevamp2976 I would seriously look into those shorter roller lifters though, I’m going to use them in a future project but it’s not going to be for quite a while yet.
Definitely going to discuss them with my cylinder guy while we are spewing a solution to our terrible geometry.
We've still a ways to go yet before assembly
Interesting.
looking at your pull down I can see a lot of things not done on it that are musts if you want to make a High HP 304's live and rev it to 9k, if their is 1 thing I know about and thats how to build 308, 327, and 355's, strokers we raced a 308 for 4 years in super stock we were tort by the best 308 builder in the country Peter Micheals, im talking 13.1 methanol breathing 600hp monsters
Hydraulic lifters on a camshaft grind designed to run lash-no less a mechanical roller grind with I’m guessing 260+ @ 050- will make a mess, that core can be saved with a regrind if the barrel allows it, thrust plate might’ve been a Chinese pro comp knock off too, Wong metal used
@Circle jerk
Couple people have mentioned cheap thrust plate know 100% investigation worthy.
Yeah about 265@50.
Crow recommends no go on regrinding apparently, compromised case harding causes issues.
Looking into camshaft options at the moment.
@@nexgenrevamp2976 I’ve had many a camshaft reground without as much as an issue, 8620 is tougher than you think, biggest problem would be whether the dimensions of the barrel will allow it to be done
@Circle jerk
Also have had many cams reground over the years, fully expected this one to be the same.
This is just the info the owner was told.
Could it be because of the double row timing chain?
@Michael Vukelic
There is definitely some questions to be answered around chain alignment for sure
where are you located? I live in Newcastle.
@pauljohns8215
Hi mate
We are located in the Illawarra area.
Valve springs to strong?bad cam design?
@Jim Clarke
Is this reference to the lobe damage or thrust issue with the camshaft?
@@nexgenrevamp2976 lobe, if the thrust is flogged out starting to sound like cam problem, should be other problems if the oil wasn't lubricating that area? if the cam was hard to turn could relate the cam wanting to flog the lobes
@Jim Clarke
Ah yes.
The cylinder heads are currently being checked, including spring pressures and correct installed height. Hopefully find an issue there if any.
Thanks for the input, always happy for added info
@@nexgenrevamp2976 if valve springs are bottoming out should have bent pushrods and maybe valves
damage etc... , HV oil pump with cold oil could drive against the cam? , cant work out why the cam thrust was damaged
@Jim Clarke
Someone else mentioned high volume oil pump causing issues with cam aswell, will be worth a look into.
The valve train geometry is currently being assessed with the heads to check some possible issues there with rocker angles etc causing excessive loads.
Hopefully close inspection of everything and diligence while assembling will have it sorted.