Recently spun a rod bearing, it was lightly tapping and I thought it was a collapsed lifter. Replaced lifters, still tapping. Narrowed down the sound coming from low in the block. Dropped the pan, found cyl #3 rod bearing had seized onto the crank journal and spun in the big end of the rod.
Pried the bearing shells off the crank, surprised to see the crank journal wasn't scored. I decided to gamble and install a new set of standard sized rod bearings. The replacement bearings pasti'd in tight during install. I kept moving forward and used a thinner oil on assembly.
The new rod bearings lasted 3 days before knocking even louder then the original spun rod bearing. The oil pressure also began to make the needle fluctuate on the gauge, so something was up.
Reviewing recorded datalogs from the EFI controller I could see on a couple of runs it hit 8200rpm before it started tapping. Time to retire the M60B44 hybrid and prep my spare NV-M62B44 long block for install:
The plan is to simply transfer over the M60B40 timing set up, cams and obd1 timing covers over to the M62B44. Using the M60 front cam caps on the M62 heads after making sure there isn't any binding of the cams with the mismatched caps.
I'm also taking the opportunity to thoroughly clean up the wiring, hoses, paint and some of the original fabrication weirdness that I did on the original build.
John @ PartSpy, who also makes the Jaguar Supercharger Adapters custom made a set of intake spacers for my project. Raising the entire Supercharger, Intercoolers and injection manifolds up by 1.315". John is an absolute legend:
Cleaning up and looming the wiring:
Remade the -10an water lines for the intercoolers, this time running them up the back of the engine and through the valley instead of out the front like previously:
With the wiring plugged back in I can crank the engine over. All 8 holes have 150+psi cranking compression. Which doesn't sound like much, but I do live at high elevation and the previous M60B44 had 140-143psi cranking.
Most importantly, all the cylinders were close to each other in cranking pressure. I don't have a leak down tester, so I'm going to keep moving forward and we'll see how it runs.
I am currently on a parts hold, awaiting gaskets to come in. I have also decided to re-do the exhaust, headers, mufflers and turn out. This time paying mind to cleanly modify the header flange for the M62 heads.
Check back, I'll update as progress is made. I "should" be able to get this project wrapped in the next couple of weeks with no catastrophic set backs.
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