![]() ![]() Just line honing the main bearing bores should not create a condition which results in the center line of the crank being relocated, unless someone is deliberately trying to relocate it. ![]() We have to assume this since we don’t know the engine’s prior history, but with an iron LS block, these blocks are very durable and rarely would be subject to that much movement unless the engine really burned up the bearings. This should put you back on the road with a tight timing set, but you might consider looking for a new machine shop as it seems that quite a bit of material was removed from the caps to align-hone your block. This will also require you to carefully grind out the mounting bolt for the oil pump pickup since it will now not be in the right place to bolt to the engine. Keep in mind that a dual roller chain will put the crank gear up against the oil pump-but Cloyes supplies a nice spacer to move the pump outboard. Here are the part numbers for a standard length dual roller timing set as well as both a 0.005-inch and a 0.010-inch longer chain set from Cloyes. We will assume this is an early iron 6.0L block that is the 24x reluctor package that places the cam sensor at the back of the block. Unfortunately, we didn’t find any source for a slightly shorter stock chain, so you will have to invest in the more robust Cloyes dual roller system for the LS 3-bolt camshaft. Using the above example, it appears that a 0.005-inch shorter chain would probably be best. The stock center distance for an LS engine is 4.890 inch and our number of 4.885-inch center distance reveals a package that is a 0.005-inch shorter distance, which would create slack in the chain.Ĭloyes offers its high performance dual roller timing sets with standard or either a 0.005-inch or a 0.010-inch shorter chain. The equation for this hypothetical scenario would look like this:ĬD = MOS – We made up some numbers to illustrate the math. Next, you measure the diameter of the crank gear and cam gear, and then divide them by two and add them together.įinally, you subtract that number from the MOS. Cloyes calls this metric “Measure Over Shaft” (MOS). ![]() The best way to approach ordering a shorter chain would be to first measure the center distance (CD) between the centerlines of the crank and cam.Ĭloyes offers a procedure to do this since accurately finding the center on the crank and cam can be difficult.Ĭloyes’ procedure is to measure the overall distance from the top of the cam gear to the bottom of the crank gear. We did some research and it appears Cloyes has what you are looking for. Your description makes it sound like whoever machined your block took much more than just 0.002 to 0.003 inch off the caps for this to occur. Remember that removing a total of 0.003 inch from the cap is equivalent to a total change in diameter of 0.0015 inch from the radius which also represents the center-to-center distance between the crankshaft and the cam. He said a typical average for most street engines is to remove about 0.002 to 0.003 inch from the main cap and then he hones the housing bore back into the middle range of the spec. He told us that he only removes the absolute minimum needed to bring all the main bores into compliance. Jeff Smith: I called my local machine shop-Jim Grubbs Motorsports in Valencia, CA-and asked their resident block machinist Ryan Peart about align-honing blocks. Is there just a shorter chain I can buy to tighten this up? Thanks. ![]() The machine shop align honed the block but I didn’t think they took that much off the block to make that much of a difference. I wasn’t sure how old this timing set was so I bought a brand new chain and it’s just as bad as the original. I’m building an iron 6.0L LS engine and just tried installing the timing set and the chain is super loose. ![]()
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