The next measurement for me to take is the crankshaft endplay, this is the amount of forward and rearward movement of the crankshaft. After I had finished measuring all the main bore oil clearances the main caps were once again removed. The bearings were lubricated. The crankshaft was once again installed and the caps were retorqued down in place. For this measurement I once again used my magnetic base and dial indicator and set it up with the dial on the front of the crankshaft. Using a large screwdriver I pryed the crankshaft as far as I could to the back of the block. The dial indicator was then zeroed. I used the large screwdriver to pry the crankshaft as far forward as it would go. I then took the reading off the dial indicator. The endplay on this engine is .005" which is right on spec.
After I checked the endplay I moved on to the connecting rods. I checked the oil clearance for all 8 connecting rods using the bore gauge method that I used for checking the oil clearances in the block mains.
The bolts were removed from each rod and the rod was seperated. Some of them were pretty stuck, so I used a rubber mallet to tap them loose.
Here is a couple pictures showing the new Clevite bearings that are used in the connecting rods. Because my crankshaft had been ground down .010" I had to get bearings that were .010" oversized (same goes for the main journal bearings).
I purchased a new set of connecting rod bolts from ARP for all 8 rods. I decided to do this because my connecting rods were bought used. Even though they look in excellent shape, I just don't know what those bolts have been through (abused, dropped, over-torqued etc.). So for the added insurance I got a new set and swapped them in.
Once again, I coated each bolt with ARP ultra torque lube.
The bearings were installed in the rods and the caps. The caps were reinstalled with the new bolts.
The bolts were then torqued down to 63 ft/lbs, which is the torque recommended by ARP.
It was difficult to take a picture of this. This is how I zeroed the bore gauge. I would set my micrometer to a given measurement, in this case I set it to 2.190" (the measured rod journals on the crankshaft). I would then put the bore gauge in the micrometer and then set the dial to zero.
The bore gauge was then put into the connecting rod. The dial will then be reading the difference between the crankshaft journals and the connecting rod bore (oil clearance).
The connecting rod oil clearances came in right on spec from 0.0025"- 0.0026"
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