Ah, the good ol two car guys talking over each other show. Its like I'm in my garage right now.

Stop interrupting the poor bloke. We get it you know stuff 😂

"Aww, my neck!" 😆 superb episode!

Big love for Omar and his insights - for someone who just wants to get shit done he goes pretty well in front of the camera

Omar has spoken!!

This is one of those "bad news is good news" scenarios. It's only when you find the problem that you can fix it. The unknown element is frustrating.

Love it when Omar pops up in the videos.

i read an article about cam bearings being forgerys and branded with reptuble names did this.

Great diagnostic video!!!

Omar knows his shit and the LS will come back big and better.

Very cool chat. Some legends who know their stuff.

The old “we sent it to someone else and they fucked it up” story 😂

@BennysCustomWorks

Ай бұрын

Well the work that caused the issue was carried out by another shop……….

@christiankirkenes5922

Ай бұрын

​@BennysCustomWorks I think he's moreso pointing out the old "if you want it done right, do it yourself" paradox

@g6et_wrx177

Ай бұрын

Or more to the point you need to double check the machine shop work.

@UKMechanic

Ай бұрын

It's why I do as much as I possibly can (and more every day) myself as I've been let down so many times by external suppliers/contractors in work life and home life. The few I've got that I can 100% trust I hold onto and look after.

@christiankirkenes5922

Ай бұрын

@@UKMechanic Totally agree, 20 year old me was ripped off constantly. I got so frustrated I learnt to do it all myself. Now people seem to think I'm some wizard because I know how everyday objects function.

Bro I've set up temp probes and tried a bunch of stuff because I never like a critical line like oil going between the body and engine. Honestly just running a 2" duct from some high pressure at the front and ending pointed at the oil filter does wonders and is cheap easy, no touching the factory / internal system.

When you add more lobe and spring pressure, your cam will turn to jump rope. Adding to that different oil pressure, wrong clearance for the oil viscosity and modified oil distribution, no wonder your new bearings walked out. First you need to carve more groove to either the seat or to the back of the bearing for the oil to flow through, then you need to add set screws to physically lock those cam bearings in place. Good instructions to these mods are found on Brand Racing Engines YT channel.

It’s very common to get the LS cam bearings ‘pinned’ so they don’t move or walk out.

It was hard to hear what was being said as the two of you were talking over eachother

@dr00by

Ай бұрын

Invites pro on. Talks over him at nearly every opportunity.

@kikii2303

Ай бұрын

That's exactly how I felt, Benny seemed like he didn't want let Omar talk 🤔

@ianoconnor1515

Ай бұрын

This how Aussie’s talk

@Wrayza

Ай бұрын

This was a hard watch

Omar! Legend.

R.E. Remote oil filter. It’s an oil volume against oil pressure equation. If the volume is there without affecting pressure, no problem. If it ain’t broke.

@BennysCustomWorks

Ай бұрын

Unfortunately the sikky sump won’t allow stock location otherwise I’d use stock location 100%

I do aircraft engines and it’s very funny to hear Benny say a stroker kit is $2500. A rebuilt second-hand stock 160hp 4 cylinder normally aspirated Lycoming O-320 is worth about $45,000 and has a four month lead time. If you can rebuild an LS better than it started for $2500 worth of parts you’’re massively winning 😂

@AndyPat239

Ай бұрын

yeah I don't get why aircraft engines are so expensive!

@the916skater

Ай бұрын

@@AndyPat239don’t look up jet engines

@derb_

Ай бұрын

I understand the liability that goes along with aircraft parts, but the pricing still seems like a rort most days.

@MarkNewtonFlies

Ай бұрын

@@AndyPat239 It’s even weirder to wonder why they’re so expensive when you see the lack of technology inside them. Big bore, short stroke. Fixed ignition timing. Fixed valve timing. Dimensional tolerances that are best described as “agricultural.” No cooling system. No electrical system, ignition coming from 1920s-designed magnetos. Leaded fuel like a 1970s Kingswood. Completely manual mixture control, with a knob in the cockpit that’ll make the engine burn holes in its pistons if you set it wrong at high power. Usually no gearbox, the propeller is bolted directly onto the crankshaft. No computers or ECUs. Low revving, O-320 produces about the same torque as a factory WRX, but at 160hp at the 2700 RPM redline. And it’s designed to run on the tach redline, wide open throttle, for 2000 hours. Try doing that in a car and see how far you get :)

@MarkNewtonFlies

Ай бұрын

@@derb_ When you look at aircraft manufacturing production numbers, there are about 2000 new piston engined general aviation airplanes produced every year. Most are single-engine, so that means Lycoming and Continental between them build something in the order of 2500 new engines between them every year. Maybe add another 500 or so for operators with large fleets needing changeover engines, like University of North Dakota, so call it 3000 total, give or take. Made out of two factories globally, assembled by hand. Japanese car manufacturers alone make millions of engines per year. Mass production economies of scale, assembled by robots. Aviation engines are basically a cottage industry. That’s why the pricing seems like a rort.

O-ring on the oil pickup is also a really simple way to have bad oil pressure. Pump is sucking up air.

So bummer but yay? Interesting the double row cam gear seems to not be designed to work with the block off plate. Also, with that much material removed from the block off plate then the corners could have been leaking a little pressure too. I reckon a line bore of the cam and crank tunnels is adviseable to ensureit's all good and OS bearings can be pressed in. Does the cam act as an oil gallery? If so them having the oilway in the cam bearing partly blocked will sure screw with pressure. As for the oil cooler. Well, due to size of piping and pressure drop across the cooler then a high flow/higher pressure pump would likely solve issues caused by increase in line lengths etc. At least the block wasn't ruined so it can be rebuilt better, faster stronger just like Steve Rogers 😉

Old SBC’s feed the mains first. Big Blocks fed the cams first. Wonder why they went with the cam first on the LS.

We pin our cam bearings to avoid exactly this

That's not very common. The most similar situation is iron 6.0's spinning the #3 cam bearing. The fix is usually a set of CH-25/CH-10 bearings with loctite bearing retainer compound. I've also seen people actually pin them, but #1/5 can still slide in/out. The reason so many parts get re-used in a typical LS build (like timing chain) is GM did a good job with OEM parts quality AND design.

l98s are line bored with the can bearings in the block (sounds crazy i know) we found that out when we got a brand new short from holden and we thought the cam bearings were stuffed that would have likely been the cause of the bearing walking out

Deffo foghorn benny the LS Ologist

I've been told to never bother with an oil cooler on an LS, as an engine they like to run hotter - the alloy block and general oil circulation are adequate to keep it all in check apparently. The hotter oil maintains or retains a lot of heat in the combustion area which is advantageous. About 220F is the ideal from memory.

@hydrocarbon8272

Ай бұрын

Not really from the stuff you mention, it's the fact the oil us normal ppl have access to uses an additive package designed to function at that temp. You need a very special blend (read: EXPENSIVE) if you want it to function below 160F all the time. Cold oil is also much thicker, and you need clearances greatly increased to account for that. The stock LS oil coolers on HD apps has a thermostat so it bypasses it if too cool.

Cool

Omar couldn’t get a word in being talked over the top of like that.

What about the plastic barbell in the back of the block that can cause low oil pressure overlooked part

@BennysCustomWorks

Ай бұрын

Billet one going in

Semi finished cam bearings and line hose to size .

Benny on a different thing .a cylinder na 2 litre moter aluminium block I'm after 8000rpm what do you recommend .👍

Im shitting to this

The Spool 7 litre stroker kit is $5.5k but worth the money, I'd use one of those Chinese stroker kits for a mild street car, but for a drifter?

Every time you bend pipe or put a fitting on you add restrictive length

Is the problem "it's not a 3UR-FE from one of those Dubai sand racing Landcruisers that make somewhere around 3000 horsepower?"

Will you be using another block? I think I would given the engines history.

@BennysCustomWorks

Ай бұрын

They’re bloody hard to come by in Aus. I’m hoping it’ll be fixed now

yay i guessed it

Wow, I’ve never seen cam bearings walk out like that, that’s unfortunate. I’d put a 4.8L crank in it for a short stroke screamer

@ChristopherHallett

Ай бұрын

Did you not hear Benny saying he wanted more low-mid range torque?

@xozindustries7451

Ай бұрын

@@ChristopherHallett that’s why I said I would do it, not that he should do it, and a supercharger is always the answer for torque

Main problem is the No. 3 pushrod and missing 2 overhead camshafts

And no one said about the Bellbar in the back.

With regards to the thinking “what should we do different this time” and he begins talking about deleting the oil cooler and moving the oil filter etc etc. Consider how many millions of engines are in use and operating just fine in stock form. Then consider any change from that is a risk that you aren’t necessarily aware of which is creating a safety margin for you. So, IMHO fix the problem (get cam journal line honed, ditch the double roller, and off to the races. And again, with his comment about the “hole” at peak torque, look at your dyno chart, my bet is it’s the cam grind you’re unhappy with. Also i don’t know how you can have a “hole” at peak torque, but if a cam is tuned to be that way it’s likely to get more low and high rpm power. Also also, it’s easier to massage your power with the tune than with physical parts. I dunno, seems like he wants to change enough things that don’t matter next time which could open another can of worms. Anyways, I say rebuild it, line bore the cam journal clean up the rest, single roller, keep all the cooling stuff the same, if any changes maybe swap the cam to a different grind, but that’s it and you’ll be mile ahead and will reduce the risk of another round of BS.

This guy looks like turbo Yoda if he shaved just his moustache off

How to build a tough LS engine: 1. Remove OE oil filler cap 2. Replace everything underneath oil filler cap with quality aftermarket parts 3. Install aftermarket oil filler cap just in case...Ye old Holden 308/304 had cam priority oiling, a common mod done since the 80s is to convert them to mains priority. Then GM brings out two complete generations of v8 engines with cam priority oiling. Any LS /LT whatever engine is the worst possible engine choice for a drift car or any car designed to go around corners. Ever wonder why LS engines are starting to get expensive in Australia? Because they're all fucked! For a drift car a turbo 1UZ would shit all over any LS all day long, at a fraction of the cost. America! Fuck Yeah!

It ain't got no gas innit

Its hard to follow what people are saying when they are constantly talking over each other.

So much talking over one another.

@poochey1

Ай бұрын

Lol, you lack the ADHD :P It was fine :P

Looks like the machine shop didn’t correctly fit the cam bearings causing the catastrophic chain of events

That was hard to watch Benny.....

So what was the point of having Omar on again? Jesus Christ, this is painful to watch.

Moist

Two blokes talking over the top of one another