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Discussion Starter #1
So i have been searching threw the forum a lil (ya im a noob and yes i searched) but i heard a few lil rumors that y8's have oil pump problems? wat exactly goes wrong with them? could i simply just put a z6 oil pump in it?

the reason i ask is because i just boosted my HX and i have a y8 sitting here that im building and i am just thinkin about gettin rid of it and pickin up a z6...
 

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i think they dont pick up good, ive done 2 y8's and both had #4 bearings burnt up from gettin starved, and thats NA. the z6 oil pump wont fit on the y8
 

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yeah the y8 pump doesnt flow good at all... thats why you should pick up a high flow pump or find a new stock one and port it out real good...
 

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Discussion Starter #4
i think they dont pick up good, ive done 2 y8's and both had #4 bearings burnt up from gettin starved, and thats NA. the z6 oil pump wont fit on the y8
dam thats pretty shitty... i guess to go on the save route ill just sell the y8 stuff i have and buy a complete z6 and tear it down... thanks
 

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Its not that the Y8 doesnt pump oil good its that it pumps less than any other D get a shimmed and ported oil pump and you should be fine. Here are the flow rates I found
D16A6 Oil pump flows 46.4 qt/[email protected]
D16Z6 Oil pump flows 47.6 qt/[email protected]
D16Y8 Oil pump flows 35.3 qt/[email protected]
 

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Its not that the Y8 doesnt pump oil good its that it pumps less than any other D get a shimmed and ported oil pump and you should be fine. Here are the flow rates I found
D16A6 Oil pump flows 46.4 qt/[email protected]
D16Z6 Oil pump flows 47.6 qt/[email protected]
D16Y8 Oil pump flows 35.3 qt/[email protected]
this is the correct answer. mine is ported and shimmed and has no starvation issues whatsoever. one thing id recommend is a good oil pressure gauge.

heres the article from Larry Widmer, the old geezer.
read it you will.
http://www.theoldone.com/articles/d_series_engine_building_tips/





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nice info posted above.

port polish and shim the y8 pump and you will be plenty fine.

-Luke
 

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one more thing you may have noticed if you looked at the link is that Larry also opened up the holes in the bearings to match the holes in main caps, and crankshaft.
 

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I've heard mixed opinions about opening the oil holes in bearings. to me it makes sense. your' basically port matching the holes to the girdle but i don't have any first hand experience. anyone done this back-to-back or flow tested comparison?

-Luke
 

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i wouldnt mess with the holes on the bearings.... even on race bearings they are the same size then stock... i believe that if race bearings do not have the holes open more... the holes are that size for a reason...
 

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Who makes a high flow pump for the Y8?
 

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i wouldnt mess with the holes on the bearings.... even on race bearings they are the same size then stock... i believe that if race bearings do not have the holes open more... the holes are that size for a reason...
do you even have any idea who Larry is?
 

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Larry Widmer " the guy who wrote that article" used to build NASCAR, and top fuel drag motors.

lets take a look at his resume and see if he might have enough experience.

1959 - 65


* Studied two stroke technologies. Built and raced karts nationally while developing and marketing increased efficiency engines. Engine modifications included revised intake and exhaust port timing and cross sectional areas, additional intake and exhaust ports, revised combustion chamber / piston configurations, crankshaft rotation enhanced ram intake induction, and variable ignition timing (load dependent.) Production of 43.4 BHP @ 21,000 RPM from 100 cc normally aspirated production based two stroke engines.

1963 - 65


* Began initial studies of four stroke engines and modifications necessary to increase efficiency and performance.

1965


* Designed and built a prototype compound turbocharged / two stroke test engine (non oil burning). 100 cc produced 121 BHP @ 20,000 RPM on methanol fuel.

1966


* Began testing four stroke technologies and theory on a Ford Mustang with a 289 CID engine.

1967


* Modified Mustang (street driven) set four quarter mile world records and won the AHRA Super Stock Eliminator World Championship

1968


* Initiated in depth studies of chassis dynamics, torque reactive suspensions, and "ground effects". Engine geometric relationships and their relationships with cylinder head, camshaft design, and manifold configurations were brought to the forefront. Incorporate PROD (Performance Research Omni Development)

1969


* Constructed Ford BOSS 429 Mustang A/FX S/S Eliminator race car. Set 13 world records in two weeks in competition. Developed the first plenum ram intake manifolds for BOSS 429engines. Chassis and body used advanced materials and high stress engineering technologies.

1970


* Received sponsorship from Ford for continued development of cylinder heads, pistons, manifolds, etc. for the BOSS 429 engine.

1971


* Studied fluid dynamics and began designing the first flow bench that would allow static evaluation and pulsing flow evaluation of cylinder heads, manifolds, fuel systems, and exhaust systems. The flow bench eliminated the need to build engines to specifically test modifications. Pro Stock programs first recipients of technology.

1972


* Completed design and construction of pulsing flow bench, dyno facility, reverse dyno (testing pumping and mechanical losses), and performed all initial evaluation studies to link the data from each system into functional operating procedures. Programs included Pro Stock, nitro dragsters, funny cars, sprint cars, NASCAR, CAN AM, and SCCA.

1973


* Formally opened ENDYN INC. (ENERGY DYNAMICS, INC.) to expressly design, modify, and to evaluate cylinder heads, manifolds, Pistons, exhaust, and camshaft combinations for sale to consumers.

1975 - 79


* ENDYN initiates fast burn technologies. ENDYN performs all research and development for Penske Racing. Immediate results on NASCAR Ford V-8 include "fastest car in NASCAR", with a 25% increase in observed and "transient" power and a simultaneous 65% gain in fuel efficiency.

* ENDYN leases engineering and shop space and performs all air flow testing, manifold design, and fabrication on the General Dynamics sonic, computer controlled Electrosonic X engine control system. handled all emissions testing required for system evaluation. Designed single plane 4bbl.competition intake manifold for Buick. Manifold is still available through Holley / Weiand Industries (PN 7542).

* Conducted initial lean burn, high compression-bias combustion, swirl compression / combustion, high cylinder swirl intake induction experiments with promising results.

* ENDYN modified Cosworth, including heads and manifolding win INDY 500 for Penske Racing.

1979 - 83


* Continued "secret" experiments with both spark ignited diesel and multi-fueled internal combustion engines. Successfully adapted these technologies to "production" oriented engines (domestic and foreign). ENDYN receives Secret and TS security approval for Advanced Programs.

1983 - 84


* ENDYN continues defense and government related secret programs.

* ENDYN commits to advanced Pro Stock program, designing and constructing chassis, Aero bodywork, engine and drive train. Notable advances were asymmetric pyramid chassis with low polar moments, first Super Swirl engine, and first true ground effects full bodied drag car.

* ENDYN pioneers CAD/CAM technologies in chamber and port finishing manufacturing techniques.

* ENDYN unleashes portions of high swirl, high compression, lean burn technology. ENDYN swirl engines dominate 1985 Daytona 500 with track records and overall win. Dominating victories at 1985 NHRA WinterNationals. Convincing and unprecedented victories and world records during the remainder of the season.

* The "Soft Head" era was born, with coverage by Hot Rod Magazine, Circle Track, CBS Sports, and ESPN.

1984 - 1987

Developments:

1. Swirl Combustion
2. Swirl inducing inlet ports
3. Sonic exhaust ports
4. Formulas developed for design of the above (1-3)
5. Utilization of ultra high (up to 23+ to 1) compression ratios without detonation with spark ignited gasoline engines
6. "Soft Head" combinations utilize (no's 1-5)
7. First to map cylinder pressure profiles relative to crankshaft angle at real world RPM and alter the curves as needed
8. Invention of multiple (3-4) camshaft lobes acting directly on inlet valves
9. Development of variable cross section and velocity inlet ports and manifold runners
10. Utilization of "reed" inlet valves on four stroke engines.
11. Achieve 4.4 BHP / cubic inch at "low" BSFC in normally aspirated endurance engine for O.E. manufacturer
12. Offset piston / crankcase / cylinder combinations for production based engines. Improved rotating geometry efficiency (i.e., longer cylinder and bearing life, and improved utilization of combustion pressure.)
13. Designed the following cylinder heads for Ford Motorsports: 302 SVO Cylinder Head (PN M-6049-D302)
- 429 SVO Cylinder Head ( PN M-6049-A460)
- BOSS 429 Super Swirl Cylinder Head (PN M-6049-A443)
14. Design of cylinder head, piston, camshaft, and intake manifold for Harley Davidson. Components now marketed by Edelbrock

1987


* Major sale of limited combustion technologies to OE Japanese manufacturer.

* ENDYN severs all connections to both public and media. Continued development of multi fuel combustion. Racing related programs limited to "select" teams.

1989 - 91


* First experiments with modified Honda production applications.

* Revolutionize camshaft design with "short" events and less lift.

* Participation in World Championship motorcycle racing efforts.

1991 - 93


* Supersonic combustion studies with "shape dictated" burn propagation.

* Design and oversee production of heads, manifolds, bottom end for OE.

* Sponsored Pro Stock effort. Winner of 2 World Championships.

1992 - 97


* Combustion and mixture preparation are primary programs.

* Continued manufacture of racing components. Studies of "new" forms of rapid prototyping, manufacturing technologies continue to keep ENDYN on the leading edge of engineering and production capabilities.

* Honda programs begin to "influence" ENDYN's agenda.

1997 - 99


* Rapid expansion of all technology fronts due to market demand.

* Racing R&E continues to dominate schedules.

* Manufacturing capabilities expansion to handle increased demand from all markets including Honda related components.

* Proposal to go "public" with technology related articles is rejected. Plan to integrate technical papers into Honda programs is adopted.

* ENDYN commits to many "Honda only" programs.
 

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Hi hater!
Joined
·
12,548 Posts
Larry Widmer " the guy who wrote that article" used to build NASCAR, and top fuel drag motors.

lets take a look at his resume and see if he might have enough experience.

1959 - 65


* Studied two stroke technologies. Built and raced karts nationally while developing and marketing increased efficiency engines. Engine modifications included revised intake and exhaust port timing and cross sectional areas, additional intake and exhaust ports, revised combustion chamber / piston configurations, crankshaft rotation enhanced ram intake induction, and variable ignition timing (load dependent.) Production of 43.4 BHP @ 21,000 RPM from 100 cc normally aspirated production based two stroke engines.

1963 - 65


* Began initial studies of four stroke engines and modifications necessary to increase efficiency and performance.

1965


* Designed and built a prototype compound turbocharged / two stroke test engine (non oil burning). 100 cc produced 121 BHP @ 20,000 RPM on methanol fuel.

1966


* Began testing four stroke technologies and theory on a Ford Mustang with a 289 CID engine.

1967


* Modified Mustang (street driven) set four quarter mile world records and won the AHRA Super Stock Eliminator World Championship

1968


* Initiated in depth studies of chassis dynamics, torque reactive suspensions, and "ground effects". Engine geometric relationships and their relationships with cylinder head, camshaft design, and manifold configurations were brought to the forefront. Incorporate PROD (Performance Research Omni Development)

1969


* Constructed Ford BOSS 429 Mustang A/FX S/S Eliminator race car. Set 13 world records in two weeks in competition. Developed the first plenum ram intake manifolds for BOSS 429engines. Chassis and body used advanced materials and high stress engineering technologies.

1970


* Received sponsorship from Ford for continued development of cylinder heads, pistons, manifolds, etc. for the BOSS 429 engine.

1971


* Studied fluid dynamics and began designing the first flow bench that would allow static evaluation and pulsing flow evaluation of cylinder heads, manifolds, fuel systems, and exhaust systems. The flow bench eliminated the need to build engines to specifically test modifications. Pro Stock programs first recipients of technology.

1972


* Completed design and construction of pulsing flow bench, dyno facility, reverse dyno (testing pumping and mechanical losses), and performed all initial evaluation studies to link the data from each system into functional operating procedures. Programs included Pro Stock, nitro dragsters, funny cars, sprint cars, NASCAR, CAN AM, and SCCA.

1973


* Formally opened ENDYN INC. (ENERGY DYNAMICS, INC.) to expressly design, modify, and to evaluate cylinder heads, manifolds, Pistons, exhaust, and camshaft combinations for sale to consumers.

1975 - 79


* ENDYN initiates fast burn technologies. ENDYN performs all research and development for Penske Racing. Immediate results on NASCAR Ford V-8 include "fastest car in NASCAR", with a 25% increase in observed and "transient" power and a simultaneous 65% gain in fuel efficiency.

* ENDYN leases engineering and shop space and performs all air flow testing, manifold design, and fabrication on the General Dynamics sonic, computer controlled Electrosonic X engine control system. handled all emissions testing required for system evaluation. Designed single plane 4bbl.competition intake manifold for Buick. Manifold is still available through Holley / Weiand Industries (PN 7542).

* Conducted initial lean burn, high compression-bias combustion, swirl compression / combustion, high cylinder swirl intake induction experiments with promising results.

* ENDYN modified Cosworth, including heads and manifolding win INDY 500 for Penske Racing.

1979 - 83


* Continued "secret" experiments with both spark ignited diesel and multi-fueled internal combustion engines. Successfully adapted these technologies to "production" oriented engines (domestic and foreign). ENDYN receives Secret and TS security approval for Advanced Programs.

1983 - 84


* ENDYN continues defense and government related secret programs.

* ENDYN commits to advanced Pro Stock program, designing and constructing chassis, Aero bodywork, engine and drive train. Notable advances were asymmetric pyramid chassis with low polar moments, first Super Swirl engine, and first true ground effects full bodied drag car.

* ENDYN pioneers CAD/CAM technologies in chamber and port finishing manufacturing techniques.

* ENDYN unleashes portions of high swirl, high compression, lean burn technology. ENDYN swirl engines dominate 1985 Daytona 500 with track records and overall win. Dominating victories at 1985 NHRA WinterNationals. Convincing and unprecedented victories and world records during the remainder of the season.

* The "Soft Head" era was born, with coverage by Hot Rod Magazine, Circle Track, CBS Sports, and ESPN.

1984 - 1987

Developments:

1. Swirl Combustion
2. Swirl inducing inlet ports
3. Sonic exhaust ports
4. Formulas developed for design of the above (1-3)
5. Utilization of ultra high (up to 23+ to 1) compression ratios without detonation with spark ignited gasoline engines
6. "Soft Head" combinations utilize (no's 1-5)
7. First to map cylinder pressure profiles relative to crankshaft angle at real world RPM and alter the curves as needed
8. Invention of multiple (3-4) camshaft lobes acting directly on inlet valves
9. Development of variable cross section and velocity inlet ports and manifold runners
10. Utilization of "reed" inlet valves on four stroke engines.
11. Achieve 4.4 BHP / cubic inch at "low" BSFC in normally aspirated endurance engine for O.E. manufacturer
12. Offset piston / crankcase / cylinder combinations for production based engines. Improved rotating geometry efficiency (i.e., longer cylinder and bearing life, and improved utilization of combustion pressure.)
13. Designed the following cylinder heads for Ford Motorsports: 302 SVO Cylinder Head (PN M-6049-D302)
- 429 SVO Cylinder Head ( PN M-6049-A460)
- BOSS 429 Super Swirl Cylinder Head (PN M-6049-A443)
14. Design of cylinder head, piston, camshaft, and intake manifold for Harley Davidson. Components now marketed by Edelbrock

1987


* Major sale of limited combustion technologies to OE Japanese manufacturer.

* ENDYN severs all connections to both public and media. Continued development of multi fuel combustion. Racing related programs limited to "select" teams.

1989 - 91


* First experiments with modified Honda production applications.

* Revolutionize camshaft design with "short" events and less lift.

* Participation in World Championship motorcycle racing efforts.

1991 - 93


* Supersonic combustion studies with "shape dictated" burn propagation.

* Design and oversee production of heads, manifolds, bottom end for OE.

* Sponsored Pro Stock effort. Winner of 2 World Championships.

1992 - 97


* Combustion and mixture preparation are primary programs.

* Continued manufacture of racing components. Studies of "new" forms of rapid prototyping, manufacturing technologies continue to keep ENDYN on the leading edge of engineering and production capabilities.

* Honda programs begin to "influence" ENDYN's agenda.

1997 - 99


* Rapid expansion of all technology fronts due to market demand.

* Racing R&E continues to dominate schedules.

* Manufacturing capabilities expansion to handle increased demand from all markets including Honda related components.

* Proposal to go "public" with technology related articles is rejected. Plan to integrate technical papers into Honda programs is adopted.

* ENDYN commits to many "Honda only" programs.
Survey says ding ding ding hell yey damn that impressive if that guy told me that putting potato chips in my oil would make me go faster I would consider it lol!!!
 

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im building a y8 so if i were to port the pick up out real good it should be ok? its a boost build like 15-20psi...would i just have to widen where its being sucked up from and the rod aswell? thanks
 
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