Be sure to check cam bearings. Could be your mystery oil pressure issue.

 

There is some minor play in the crank. Is this normal?

 

That is not minor movement...that is a huge amount of movement. Most crank shaft end play is around .004/.008...what you're looking at is probably ten/twenty times that amount.

EDIT: Didn't notice you had the 3rd main bearing removed while checking end-play. You need to have the main in there to correctly check end-play.

Noticed earlier in one of your previous pictures of the front cover that there was a groove gouged into the area the crank shaft/oil pump drive gear runs against/through and found that weird....but now...after seeing crank end play...that groove/gouge is explained.

Your reply from Turner is just as I suspected, in my post 151, and thought they would suggest flywheel/flexplate issues. And, without being there...I can't say they are wrong...something forced that crank to wearout the trust bearing (3rd main).

You need to further investigate, but things look grim for a quick/easy repair. This engine needs to come out and be gone through thoroughly.

Brian.

 

Which one is your local one? Roanoke by any chance?

 

That's an astonishing amount of play.

I have gone without oil before and with no / low oil pressure and that's magnitudes more play than I saw with triple your engine mileage. I'd suspect either prolonged oil starvation or an unbalanced or bent crank (whether on its own or as a result of wobble at the main pulley or the flywheel end).

Julian, I think you need to pull that engine out (which will expose the flywheel and flex plate for inspection) and take that crank to an engine shop to be measured and checked for balance, and probably turned to a smaller size, then put oversize bearings in to accommodate the turned crank. While it is out, you can check the cam and cam bearings, have the cylinders checked, and end up with a new engine. If that crank was bad from the start of have a serious talk with Turner.

It could be cheaper to just roll the dice and get a used engine, then fix this one later. But if you go to a good engine shop and do the other labor yourself it is probably a wash, dollar wise...

What a pisser.

 

Here's a typical writeup that will probably make some sense.

Lots of good information here.

You are at a point, if you or someone messes up a measurement, wrong part, the whole thing goes kablooey.

http://www.hotrod.com/articles/how-m...lay-is-normal/

I would have shelved this project and spent my money on another and come back to this in the spring.

 

Would this cause zero oil pressure? Which problem came first - low oil pressure wore thrust bearing, or worn thrust bearing caused low oil pressure?
I would think that thrust clearance would not have happened quickly, and more damage due to shifting crank would be evident in the front cover.

 

Lynchburg, but it's actually in Rustburg.

 

Possibly an issue stemming from the automatic transmission. I showed Turner the video of the crank play and told him that both mechanics who worked on this truck as well as forum folks are completely at loose as to what is causing all the issues I'm experiencing with this engine. They are leaning towards the auto trans.

From Turner:
Dear Julian
The correct clearance is around .003” to .006”. It always feels worse when you move the crankshaft back and forth and should be measured with a dial test indicator. . The wear on the thrust face as mentioned in my previous e mail will have increased this as mentioned in the video. It needs to be determined what is causing the abnormal end loading which has caused this wear as previously advised. The engine would have been assembled with the correct tolerances.

There is nothing within the build tolerances of the short engine or the dynamics of the operation of the engine that can cause this problem. It is absolutely guaranteed that an end load has caused the problem (abnormal wear to the rear thrust face)

You have more than one problem to deal with here. I would not rely on internet forums for advice, you will very rarely find professional mechanics with real experience taking the time to get involved with this kind of discussion. Conversely you will find many keyboard experts who in real terms know everything and nothing.

I would be looking to an automatic transmission specialist as to how the gearbox maybe causing such a problem. We had a very similar problem with a customer in Norway with a TD5 engine that was automatic and an auto box specialist was kind enough to explain to us how this particular gearbox and engine could be assembled in such a way as to cause the same type of problem you are experiencing. That particular customer had gearbox work carried out post engine change which turned out to be the cause of his difficulties.

Regards
Richard Turner"

 

LOL keyboard experts....

I think they just don't want their name brought up with a fairly new rebuilt "Turner" engine that failed. Also a TD5 Diesel is going to vibrate/rattle a heck of a lot more vs a V8 so I don't consider that an apples to apples comparison.