12-16-2017, 12:34 PM | #43 |
Drives: 1969 Mustang MaCh1 Join Date: Nov 2015
Location: SJ
Posts: 835
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I would have a leakdown test done still
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1969 Pro-Touring MaCh 1 - CHP 427w 10.8 comp - 3140 lbs. - 460 rwhp / 490 rwtqT56 Magnum || 14" 6 piston front / 13" 4 piston rear Wilwood brakes || Hydraulic clutch || 9" Detroit Locker || TCP Coilovers || Forgeline Wheels 18x10 275/35 front, 19x12 325/30 rear |
12-16-2017, 01:08 PM | #44 |
Drives: 2017 1SS Hyper Blue Join Date: Apr 2017
Location: Wisconsin
Posts: 478
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Sorry to hear about your issue.
Never been inside a modern LT1, but pushrod engines are all the same, essentially. After an overrev, (aside from obviously broken parts) the only thing a mechanic can really tell by examining is if there was piston-to-valve contact. The excessive revs exceed the design limits of the valve springs and cause the lifter to be "thrown" away from the cam lobe instead of following it back down nicely like it should. This lets the valves and the piston occupy the same space, not good. If the valve-to-piston contact was light, your motor's bottom end should survive with just some nicks in the piston top. This can be determined with a bore scope, as you have found with your mechanic. You'd have to tear the top end all apart to make sure everything that might have been damaged is checked out/replaced. Pushrods can be checked for damage, as can valves and rockers. Valve springs can be rate-checked to see if they have been weakened, but personally, I would never trust them again. If a valve spring breaks, you will really have some valve-to-piston contact and serious damage. I would have the top end serviced by the dealer and see if they will warranty it. Good luck, my friend. |
12-16-2017, 03:51 PM | #45 |
Drives: 2012 Porsche 911 Turbo S Join Date: Jan 2017
Location: Los Angeles, CA
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Money shift and Money shot, similar names, completely different outcomes... ha ha
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12-16-2017, 04:38 PM | #46 | |
Drives: 17 2SS, 8L90, Cam, Heads, E85 Join Date: Dec 2016
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12-16-2017, 06:40 PM | #47 |
Drives: AcuraTL SH-AWD 6MT and '70 'vette Join Date: Mar 2016
Location: Indiana
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If there's any argument against deactivating the skip shift, we may have found it. No doubt the solenoid that locks out 2nd for skip shift would be the same solenoid that locks out second to prevent accidental shifts from third to second at high revs. Anyone know if these aftermarket skip shift defeat devices are sophisticated enough to only prevent lockout in the skip shift mode, but not in the high rev 3rd to 4th scenario? Better yet, can anyone confirm such an "engine safety" lockout software control scenario exists? I know they didn't exist in the past - the shift linkage spring always pulls to the center of the "six legged H" on well-designed 6MTs - it seems it would take the driver to intentionally pull against that spring to put into second vs. 3rd; but I can see how a novice might do that in the excitement of spirited acceleration. ...I've never tried the Corvette 7MT and have been curious how one can drive with that shift linkage "without having to think about it" to prevent hitting the wrong gear...I guess with a good centering spring, the only real risk is hitting 7th when you wanted 5th because you pushed against the spring too hard when going for 5th...
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12-16-2017, 07:13 PM | #48 |
12-16-2017, 07:18 PM | #49 | |
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12-17-2017, 01:46 PM | #50 |
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+1
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12-17-2017, 01:52 PM | #51 |
Drives: 2012 Porsche 911 Turbo S Join Date: Jan 2017
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lockout software on a manual? I doubt it. It's not easy to do a money shift either, you really gotta bang it into that lower gear.
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12-18-2017, 12:33 AM | #52 | |
Drives: 1969 Mustang MaCh1 Join Date: Nov 2015
Location: SJ
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Quote:
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1969 Pro-Touring MaCh 1 - CHP 427w 10.8 comp - 3140 lbs. - 460 rwhp / 490 rwtqT56 Magnum || 14" 6 piston front / 13" 4 piston rear Wilwood brakes || Hydraulic clutch || 9" Detroit Locker || TCP Coilovers || Forgeline Wheels 18x10 275/35 front, 19x12 325/30 rear |
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01-13-2018, 10:46 AM | #53 | |
Drives: 2016 2SS Camaro fully loaded. Join Date: Nov 2016
Location: Cumming, GA
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I don't really feel like going on the highway and getting up to 85+ mph in 3rd just to see if it'll prevent me from shifting into 2nd accidently tho. I use the push/pull method for shifting and never had an issue. Sometimes I'll go into too high of a gear if I'm not paying attention (5th instead of 3rd etc) but I could see how a brute force grabbing of the shifter and pulling it into gear could overcome the lockout possibly.
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01-13-2018, 07:42 PM | #54 | |
Drives: 1969 Mustang MaCh1 Join Date: Nov 2015
Location: SJ
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Quote:
I was referring to a lockout like the skipshift stuff. The TR6060 does not have a lockout. Sent from my SM-G955U using Tapatalk
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1969 Pro-Touring MaCh 1 - CHP 427w 10.8 comp - 3140 lbs. - 460 rwhp / 490 rwtqT56 Magnum || 14" 6 piston front / 13" 4 piston rear Wilwood brakes || Hydraulic clutch || 9" Detroit Locker || TCP Coilovers || Forgeline Wheels 18x10 275/35 front, 19x12 325/30 rear |
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01-24-2019, 10:23 PM | #55 | |
Drives: 2018 1LE Join Date: Jan 2019
Location: USA
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