Sheesh. That's bad karma. Hope you're all even now!!!

I forgot to add that the other good thing was my cable linkage has been flawless so far - but I probably jinxed myself now -lol

Okay - turns out I have an oil issue . Oil is getting into to cylinders 4-6 , progressively worse from 4 on . The oil is diluting the charge and causing a misfire - especially in 6. 4&5 seems to be able to burn it off . 
I removed the intake to check for vacuum leaks to find an oily film in the runners 4-6 . Runners of intake and head both had oil film. 
First suspect was/is the valve stem seals. I tried a different kind on this build vs my L24. Visually they looked fine . They took a lot of persuasion to install and thought maybe I used too much . Last seals were a Ford seals , which were difficult because they are finicky as hell to install. 
Actually replaced #6 seal while head was in motor - ran motor and still have same results . Not being able to pin this down I decided to pull the head and look at the guides and anything else . Getting good at this now I guess - 1 hour later the head was on the beach . But no smoking gun found . I ordered more seals anyway.

Decision time now . Do I go deeper and pull pistons or throw all new valve seals on and reinstall head and keep fingers crossed ? I was getting ready to leave town and really wanted an answer so I dropped the pan and pulled 6.

Still no smoking gun - as far as my experience(novice) eyes can tell. Got on the phone to my machinist - but didn’t hear back yet. My inspection was very quick , so when I’m back in town I will scrutinize closer . 
Just trying to determine source of oil . I was expecting to see a collapsed expansion ring or another failed ring . There was marks on the bores on the thrust side that were fairly significant visually  , but nothing you could feel.

I have an extra assembled f54 flat top short block sitting there untouched by amateur hands  with 110k miles with perfect wear in the bores . Also pulled a couple of bearings and everything looked spot on. Depending on what I find or not find it might be the next plan. With the head off it makes assembly decision equal. 

Though this is frustrating , the hobby of engine building will have these outcomes I guess . Not being a stock engine makes this more of a challenge . Missing the L24 right about now because I enjoy driving my car - a lot ! I was hoping for more engine swap and tune - not engine swap and troubleshoot . Hopefully I learn from my mistakes 

What's the mechanism of oil getting in the intake runners from inside the Chambers? Reversion?

  On 11/16/2019 at 5:52 PM, jonbill said:

What's the mechanism of oil getting in the intake runners from inside the Chambers? Reversion?

That’s the question!

I think it’s one cylinder supplying the oil and it’s being dispersed into the other two because of proximity of the n42 intake . 

Man, I'm so sorry you're having continued issues!! What the F?

You really think oil in one of the cylinders will go back out into the intake manifold and then into the other cylinders? Seems far fetched to me, but I'm no expert.

Madkaw

Do you have a picture of the current install? Maybe something else will stand out.

Oil port to head is between 3&4. Maybe gasket is not sealing?

How is PCV system?  Oil can enter intake from blow by in an early engine. Which runners are closest to PCV?

 

https://images.app.goo.gl/s7MedL1SofYUqDMXA

Set up has not changed from the last motor . Motor swap only . 

PCV is basically centered or even biased towards to front runners. I would also think #4 would be worse in that case . 

Reminds me of @grannyknot's BMW... 3 good. 3 bad.

His oil rings were messed up.

Edited November 18, 20195 yr by 240260280