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madkaw last won the day on March 24 2019

madkaw had the most liked content!

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About madkaw

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    HybridZ Supporter
  • Birthday 08/25/1962

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    Bloomington, Indiana

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  1. I had no idea it would take that long , but I know you are using a homemade version .
  2. Why so tedious?
  3. How is it even firing at all with no connection at the dizzie ?
  4. Very cool- always need options . Did you check out the Jeep version?
  5. You do nice work. Funny enough I had my TIG out practicing last night - and I need it badly - the practice -lol
  6. Things start getting really tight whenever you ad to the systems . Just went thru this on mine with similar projects . Like the push to locks. Im waiting for leaks to happen during first fire up -lol
  7. Well there was no smoking gun that I found . I pulled #6 piston to find oil around the top ring , but the second ring was pretty clean . Tends to make me believe the oil was coming from the top . I only replaced the 6 intake seal earlier , but since have changed all the seals back to the Ford seals . Inspected the piston and threw it back in . Haven’t fired it off yet - will keep my fingers crossed .
  8. That’s pretty crazy it’s so versatile
  9. PCV is basically located on the bottom center of the n42. https://images.app.goo.gl/s7MedL1SofYUqDMXA It actually looks biased towards front . I run through oil catch can to the PCV . I also think the #4 would get most of the junk being close to the PCV .
  10. Okay - turns out I have an oil issue . Oil is getting into to cylinders 4-6 , progressively worse from 4 on . The oil is diluting the charge and causing a misfire - especially in 6. 4&5 seems to be able to burn it off . I removed the intake to check for vacuum leaks to find an oily film in the runners 4-6 . Runners of intake and head both had oil film. First suspect was/is the valve stem seals. I tried a different kind on this build vs my L24. Visually they looked fine . They took a lot of persuasion to install and thought maybe I used too much . Last seals were a Ford seals , which were difficult because they are finicky as hell to install. Actually replaced #6 seal while head was in motor - ran motor and still have same results . Not being able to pin this down I decided to pull the head and look at the guides and anything else . Getting good at this now I guess - 1 hour later the head was on the beach . But no smoking gun found . I ordered more seals anyway. Decision time now . Do I go deeper and pull pistons or throw all new valve seals on and reinstall head and keep fingers crossed ? I was getting ready to leave town and really wanted an answer so I dropped the pan and pulled 6. Still no smoking gun - as far as my experience(novice) eyes can tell. Got on the phone to my machinist - but didn’t hear back yet. My inspection was very quick , so when I’m back in town I will scrutinize closer . Just trying to determine source of oil . I was expecting to see a collapsed expansion ring or another failed ring . There was marks on the bores on the thrust side that were fairly significant visually , but nothing you could feel. I have an extra assembled f54 flat top short block sitting there untouched by amateur hands with 110k miles with perfect wear in the bores . Also pulled a couple of bearings and everything looked spot on. Depending on what I find or not find it might be the next plan. With the head off it makes assembly decision equal. Though this is frustrating , the hobby of engine building will have these outcomes I guess . Not being a stock engine makes this more of a challenge . Missing the L24 right about now because I enjoy driving my car - a lot ! I was hoping for more engine swap and tune - not engine swap and troubleshoot . Hopefully I learn from my mistakes
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