Time to update this thread...
With SV 2021 approaching and the 1544’s engine ailing, we decided to try and get the existing engine running properly.
I mentioned this is another thread started by another member, but as much as I would love to replace the 360 Industrial with a nice, powerful, reliable, fuel injected, computer-controlled LS engine that uses technology decades newer (and better) than the 360, the plan is to sell this Tucker, presumably in the not-too-distant future. An LS swap is a lot of work, and a chunk of money. Roughly $4k in parts, not including the cost of the engine, or anything for labor. We thought we would need to get about $10K more for the machine if we swapped in an LS. Snowcat prices have come up substantially, and we think the number of potential buyers willing to pay up for an LS is relatively small, so we decided to spend the necessary time and money to get the 360 running well.
We needed to find out where the problems were, and performed a cylinder leakage test on all the cylinders. Some cylinders were great, some okay and some downright awful. Interestingly, the worst cylinders showed the leakage out the valves. What the heck? The engine had only about 40 hours of use since the heads had been to a machine shop for a valve job. It wasn't a cheapy valve job either: all new exhaust valves and seats, the heads milled to clean, new guides, new seals, etc. We removed the heads and took them back to the machine shop and explained the issues. They tested the sealing of the valves and found most to be great, but the worst had a piece of carbon preventing the valve from properly sealing. YGTBSM, but they removed the valve and cleaned it along with the seat, and then sure enough it sealed. The owner of the machine shop was convinced there was more to the problem than the carbon, and thought there was an issue with the lower end. Maybe a broken piston ring, or two, maybe some stuck rings, but something. I groaned…LOUDLY.
I consider myself a card-carrying Chrysler hater (okay, I don’t carry the card, but I genuinely hate Chryslers (and that includes Fiat, Dodge, Jeep, Ram, and apparently Peugeot will be added to the list, soon.)) The idea of removing the engine to pour money into a rebuild (of a Chrysler, no less) was not a pleasant thought. Scott suggested re-ringing the engine in place. Huh? So he explained what he proposed and that seemed a somewhat palatable solution.
We unbolted the front fifth wheel plate assembly from the Tucker frame, and then the engine from the frame and were able to lift the engine high enough to remove the exhaust pipe (we had previously disconnected the muffler) and then the oil pan. The pistons and connecting rods were all removed and we found nothing wrong with the rings. Lots of carbon on the tops of the pistons, but we already knew that because with the heads removed we could see the carbon.
Now of course good old project creep set in…bigly. The connecting rod bearings showed a surprising amount of wear, so we decided to replace those. “While we’re here” maybe we should take apart the front of the engine and replace the cam. That of course means a new timing chain and sprockets, and new lifters. Hughes Engines are a highly regarded "Chrysler only” company and I sought out their opinion on what would be the optimal cam for our engine and application. Of course it would be helpful to know what we had as far as the existing cam's profile specs, but I have never been able to find much information about Chrysler Industrial engines anywhere, so it was basically putting my trust in Hughes as far as improving the engine’s power output. (A few years ago I was digging around on the Internet and a company called Foley Engines seemed to have some Chrysler Industrial knowledge, so I called them. The fellow introduced himself as “Dr. Diesel”. Really? If you have to assume an Internet persona to sell stuff, then with me your credibility is questionable from the get-go.)
And, once the decision to replace the cam was made... “since it’s apart” let’s replace the water pump, fan belts, hydraulic pump belts and radiator hoses. Yes, it’s that ever present “more money” decision but we felt that a potential buyer would appreciate the new parts rather than reinstalling older parts that are of unknown age. After Scott honed the block and we got the pistons reinstalled, he suggested we replace the rear main seal (still more project creep).
While I solidly agreed with the concept, I couldn’t just go with his suggestion. Replacing the cam was my idea... and he whined somewhat about the extra work. There was no way I could just say okay to replacing the rear main seal without returning the favor and complaining.
Readers should know that poor ol' Blackfoot is the bear that gets poked from multiple sources. Sometimes, it’s none other than our beloved PP. Frequently, it’s The Infamous WBJ1. (Note: If Ruth Bader Ginsburg could be called “The Notorious RBG”, referring to WBJ1 as “The Infamous WBJ1” certainly seems justified.) And on pretty much a daily basis - Scott does the poking. The bear has to get his licks in when he can…
Now we’re waiting for a bunch of parts to arrive from Rock Auto so we can complete the engine reassembly process….
