Oil usage and detonation problems solved.

[jeff1234]

Starting with the intercooler question, I never found any oil in any of the tunes or turbo outlet The actual cause of the oil consumption was #4 exhaust. The exhaust manifold runner was actually wet with oil residue. In addition to cleaning, the head received new guides and a three angle valve job. When the machinist went to install the valves he discovered that the valve stems were bigger than the bores in the new guides so he had to ream them. Did the N/A valves have smaller diameter stems? My head is definitely a turbo head as it has the TS stamp on one end and also an R stamping.
I dont remember who made my intercooler or even where I got it, but both inlet and outlet are on the same end (located on the driver side in front of the core support) and have 2 3/4 Dia tube ends. It's dimensions are 3 X 9 X 22. My plugs are Ngk BKR6E11. My injectors are 52# and my present tune has them set at 98% pumping efficiency in the 3500 to 5500 rpm range. Increasing to that level resulted in a very brief CEL on the full throttle upshift from fourth to fifth gear. Maybe some 72#'s will be needed. My turbo is a turbonetics T4B E46.
When the Charger is back on the road I am hoping to see nice low peak detonation readings on my mpscan.
Jeff

[4 l-bodies]

Jeff the larger diameter stems were all aftermarket valves as far as I'm aware of. If I'm not mistaken, they were supposed to be used with a slightly oversized ID of valve seal. Not sure if this is really important or not on umbrella style seals. Blue Viton valve seals come to mind that were supposed to be used with OS valves. I've seen some that were just a few thousands over stock, and some that were at least .015" oversize. Might have been SI valves that sold the oversize valves. I have a set or two of the oversize valves in my parts bins. Can't remember if they were g-head or swirl.
I concur with what Brian said, close to 20 PSI should be within reach.

[jeff1234]

I do have the blue viton seals. So that's good. I have a few more assembled tasks and the Charger will be ready to start.Thanks for your responses guys.

[jeff1234]

I finished the assembly and took the car out for a run. I hit it with boost a few times and then did a quarter mile blast. It wouldn't boost past 15 psi and when I got home it was smoking again. I had no choice but to take it apart again. There was oil on the tops of all four pistons. Wondering if the head gasket failed I measured the thickness of the head in more than one place and discovered that when it was milled previously it wasnt square and flat. We also found one of the blue silicone seals had popped off its seat. We took .0045 off the head and replaced the blue silicone seals with the hat style seal which is far superior. Before putting it back together I checked with Cometic as to whether I could reuse the .084 MLS gasket. I was assured that I could. I talked with Jackson about it and he recommended that I treat all sides of all gasket layers with copper spray which I did.
I also decided to rebuild the turbo which I had Chris at TU do, to eliminate having to take the engine apart again to fix that. I reassembled again and tested again, numerous times at 17 psi. No leaks, no smoke, runs great except for the part throttle miss mentioned elsewhere in this forum.
Interestingly Chris said that wear on the exhaust side seal of the turbo indicated to much exhaust back pressure with my 2 1/2 pipes after the 3 inch down pipe, so a three inch system is next up for improvement. I took Jackson out for a run this morning and he says it runs pretty good, so I am happy, for now, lol.
Jeff

[cordes]

That's awesome. Glad you've stopped the smoking at the least. Those problems can be very frustrating.

[Ondonti]

What tuning is being done to compliment this large amount of mechanical labor? I really don't like trying to make a motor fit a tune, though it seems there were defects found which tuning can't fix.

Can also point out that oil induced detonation is probably not a problem unless you are on the ragged edge. Ive been running a broken 2nd ringland piston for several years and that cylinder has never failed. It broke from ingestion of piston piece that was hiding from previous detonation failure of that cylinder. With tune/injectors updated, that cylinder never failed again even though it passes a lot of oil into the chamber and always had a wet plug. Thats on both pump and corn. Found the broken piston when I tore down and was shocked that it never fully failed.

Ive also run a low compression motor that smoked constantly from low tension rings, and it never seemed extra sensitive even with too much timing (old built motor).

OEM tunes that ride the edge of the knock sensor are probably sensitive to some oil and also not gaining a lot of power by being so aggressive.