Aren't these all 2V?

 

 

if the the supercharger was a Ford racing or a roush and installed by a certified shop then you'd have a warranty....imo

 

The warranty is pretty clear in that it does not cover installations with aftermarket superchargers... The motors fit with factory superchargers were internally fortified... not the stock 3v. While I do believe there was something faulty in the motor there is no way for me to prove it...

 

88, it was also an older Vortech or something, right? Oh well, everyone gets shafted every now and again

 

Another member of the motor-exploder club! Do you have a video of the engine blowing up for our entertainment?

 

Dude I wish...afterwards we were all lamenting that no one had a camera running.... Although it was pretty anti climactic. No big explosion or big puff of steam or anything. Just boom.

 

Do explain, please learn me. They all mention PI this and that, which only applies to 2Vs, right? I don't know how they're the same and/or compatible and would work in his truck. It was an honest question, I don't know. Doesn't help that they're talking about Lightings a lot and only have older 2V trucks in their shop photo.

 

The blocks for 2V, 3V, and 4V are all the same. Just different heads.

 

Oh, cool. I knew the heads were definitely different, but I figured there'd be other little differences of some sort. Thanks, learned something new today

 

Higher compression ratios, high lift/long duration cams, flat top, or dome style pistons will require notching for 2, 3, or 4v apps. But in blower world you shouldn't be running more then 9.0 CR on a built motor anyway. So it's not an issue. Obviously Manny is going to ask for the cc of your heads, cam profile, and take all of that in account along with deck height to make sure you won't have clearance issues.

He offered to build my motor to 900-1000hp for $2400. That included shipping. All he needed was my block and crank. Maybe I will. Idk. It's fun defying the odds and being able to shut down the nay sayers. All the dumbasz's who shoot off there mouth about not sc'ing a stock truck and then I chime in with 91,000 miles running 13psi and low 12's lmao.

 

All of that is what I was thinking about, but not for after-the-fact's. I just figured MHP had those all set up for 2 Valves or something in some way. But that makes sense

Do you mean build it able to (theoretically) handle that much, or actually produce it? That's pretty damn cheap IMO

 

Built to handle it.

 

of the 4 guys I know that have done built, over 600 hp motor in the last 2 years, 3 had problems that required the motor to come back out. LS motor, old school sb chevy and ls3 motor. all done on big budgets and shops that have good reputations.

It is more common than most want to admit.

builder always claims it is a oil pump or bad bearing....or a bad tune, set-up, i have never seen an engine builder except the blame.

tight budgets and daily driver beware.

 

Alright boys I have PHOTOS!!!! They got the motor our and tore it apart to figure out what happened... It became very obvious that what I had was a poor rebuild. The shop ran some numbers based on measurements etc. and determined that the motor was running around 11:1 compression. They rebuilder used flat top pistons as evidenced by the photo below. See photos below and my comments...

On a unfortunate note it looks like everything is basically useless including the heads. The rebuild done on the heads was shabby at best. When they set one of the valve seats the used a punch to put it in and did some pretty major damage to the head (see below). So unfortunately this has gotten a lot more expensive as the heads themselves are pretty damn pricey... Not much I really can do but just plug on and live and learn....

And now the photos...sorry the pictures are somewhat blurry. I am not a photographer by trade!!!!

OVERVIEW OF THE BLOCK
PHOTO OF THE HOLE IN THE BLOCK

OVERVIEW OF THE BOTTOM END

BOTTOM END DAMAGE

CAMSHAFT PREMATURE WEAR

FLAT TOP PISTON

BOOM!

CRACKED CYLINDER

PUNCH DAMAGE IN THE CYLINDER HEAD