Oiling Tricks 101Front Cover CustomizingTo maximize the effectiveness of our high-volume Melling oil pump, Lou Czarnota of Lou's Auto Service spent extra time massaging the front timing cover prior to installation. In the course of the typical cleaning and deburring, Czarnota drilled out the main feed orifice that leads from the oil pump to the block oil gallery with a 1/2-inch bit. Then using a 9/16-inch bit, Czarnota opened up the passage that leads to the oil filter. He then chamfered the openings and polished prime areas of the cover. These mods increase both volume and pressure to the Turbo 6 oiling system. In fact, at start-up, our Buick sees 45-50 psi, hot idle nets 25-32 psi and under power, pressure checks in at 45 psi at cruise and 60 psi when the hamer is dropped. The timing cover main seal is a rope-style piece that is prone to leaking. This situation was remedied by installing a Fel Pro neoprene seal (PN NU 15200), which is far superior to the stock replacement offering. Since the stock seal is a stake style unit, Czarnota had to grind down the stakes to ensure a snug fit. The neoprene seal is pressed into place and the timing cover is good to go.

With a hollow engine bay, now is a good time to touch up the paint on the firewall, swap out the torque converter and perform radiator maintenance. This is also a good opportunity to replace engine mounts, plug wires and upgrade the downpipe, if desired. It should be noted that engine removal and installation can be completed without removing the hood or radiator.

As we mentioned in Part 1, block preparation is the key to durability and power. Here the engine is a set of heads away from installation.

All dressed up and ready to go. Our Lou Czarnota-built Turbo 6 flexes chrome from Bowling Green.

We elected to run TRW pistons because of their cost effectiveness. Czarnota likes to use JE slugs if expected boost is more than 20 psi. It should be noted that TRW pistons are only offered in .030-inch overbore sizes, while JE's can be ordered for any size overbore. When it comes to ring gaps, Czarnota likes to run .018-inch on the top ring and .016-inch on the bottom ring. This is a closer tolerance than the manufacturer's spec of .020-inch, but Czarnota cited superior sealing and no leakdown problems, even at higher boost levels, as major benefits.

Our rotating assembly consists of a stock crank, prepped stock rods, forged pistons and Pro Gram Engineering steel main caps.

On the fuel side, we are running 42 lb/hr Lucas injectors balanced and blueprinted by RC Engineering.

This high-flow Melling oil pump (PN K-201PHV) works in conjunction with mods to oiling passages, rod bearings and the front timing cover to increase the efficiency of the Turbo 6 oiling system.

Our BPE Racing Heads ported and polished heads run Manley hardware. For more on BPE power procedures and the importance of matching head flow, with cam specs, turbo selection and torque converter stall speed, see the cylinder head tech article in the November 2000 issue.

One common oil "trick" is to paint the lifter valley. The paint smoothes the surface of the metal decreasing resistance and increasing flow.

With all the attention to oil flow it is wise to also enhance oil filtration. Czarnota recommended an AC Delco high-capacity filter (PN PF52).

The stock passenger-side header is prone to cracking. Ours were welded up, but seems cracked again after 300 miles.

After 130,000 miles on the road, the engine was quite grimy on the outside. We only hope the inside fared better.