Posted 01 August 2013 - 09:48 AM
Here's what we found during the teardown of the longblock:
1.Clear silicone had been used in place of or in conjunction with metal gaskets that were broken and reused. on all of the coolant lines to the block.
2. For some reason, a second o-ring and permatex was added to each injector seat to the intake manifold.
3. Bearing material had made its way to the thermostat housing.
4. The Titan Motorsports Crank Pulley had been press-fit onto the crankshaft out of square, damaging the keyway, and it required a gear puller and over an hour to remove.
5. The bolt that holds the oil pump sprocket to the oil pump shaft was missing.
6. The oil pump appears to have been sandblasted for some reason.
7.Non OEM O-rings were used to seal the inner front cover to the block.
8. Cosworth Head Gaskets were used.
9. A non-oem hose clamp was used on the crankcase PCV line.
10. The cylinder walls showed evidence of corrosion, which leads me to believe the block was never honed for the new pistons.
11. Permatex gray was used in conjunction with the oem metal gasket for the turbo feed line, constricting its flow.
12. The upper oil pan was full of bearing material.
13. All engine main bearings and cam bearings were totally destroyed.
14. The Carrillo connecting rods were severely miscolored at the rod bearing connections.
15. The CP piston skirt coatings had some scoring on them.
16. Upgraded wrist pins were used, as well as what appears to be a custom compression piston.
17. The turbo kit appeared to be very old, and used an outdated style of AAM oil and coolant line fittings.
18. The H11 main stud hardware appeared to be torqued well beyond specification.
Luckily, the cylinder walls and crankshaft appear to be intact.
My opinion is the following:
The shop who performed this work appears to have dropped in pistons and rods without honing the block. It also appears they used the main and rod bearing markings on the crankshaft and block to install new bearings into the engine prior to reinstallation ,without taking into account a proper crankshaft balancing, and likely did not line hone the block after installation of the H11 main stud hardware, which caused the crankshaft to be misaligned and as such destroyed the bearings. This problem was exacerbated by the failure of the original shop to install the nut which holds the oil pump sprocket to the shaft on the pump, which allowed the sprocket to spin freely in the engine without spinning the pump. This caused a total loss (or lack of generation) of oil pressure, which wiped out the bearings. I can think of no other reason for this nut to be missing than carelessness and poor quality control.
I am amazed this motor ran for the length of time that it did. I am also amazed that the shop did not notice the lack of oil pressure, or perform a proper engine break in of several oil changes and mileage prior to returning the vehicle to the customer. I am also amazed that they chose to high end components in the engine, yet seemingly performed such work for the prices they charged.
Pics of the above to follow.
First Person to Ever Remove a GT-R Drivetrain in their own garage