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Nothing to be sorry about. Really a compliment to you, and reality for me. Old age brain for me... CRS (Can't remember sh!t)
I would be careful. maybe use stronger springs than the intended OEM design on dis to play safe
@Itali83 Ben is correct. GM was just looking for a solid mount on an engine already in production.
We in my current state, I'm running around with the vac can disconnected, because it'll ping during light and medium throttle, but keep in mind my EGR is T.U. at the moment, due to clogged passages, the mechanical advance is stock. Worst thing that will happen is for some reason it won't like being on the D/S and I'll have issues at light and medium throttle. I will be careful, but I won't modify my spark curve, unless I really have to in which case it would be an adjustable vac can more than likely.
Well of course I was just speculating based on no other engine being setup like that, but you guys are probably right, just a hole that was already there.
Well I'm sure you've read though the thread so you know my ESC is not functioning. I need to get my EGR valve working, then ESC. I have another non-related issue I've got to fix before that now too..... You know old trucks, I love mine and it's a nice truck in good shape, but work must be done. As a stop gap you maybe able to disconnect your vacuum advice to reduce that pinging your getting.
FYI, nearly everything in the ESC system is still available. Some of the vacuum check valves, and delay units are no longer in production but you can get by without those. The module, distributor parts, knock sensor and tip in are still made, so replacement parts can still be had.
The knock sensors on the earlier SBC/BBC motors is pretty much anywhere on the block, because it doesn't necessarily matter WHEN it detects the knock event. When they went to vortec on the BBC in 1996, they went to dual knock sensors, one on each side of the block near the motor mounts. This is also just a single wire and it will ground when a knock is detected. The timing on which sensor detects a knock, combined with the crank and cam signal allows the computer to make a refined decision on timing and knock in a specific cylinder. The dual sensors and crank/cam position sensors are necessary for OBD2 and specific cylinder misfire detection, which is why it shows up on engines around 1996. For a system like yours that can't really tell what the crank/cam position is, a single sensor is all that is required. It just pulls timing across the board and gives no feedback on WHEN the misfire happens.
This is a fact. Sound travels really well in water. One of the weird things I have done in my profession, was to install underwater speakers in a pool, and they sounded amazing.
Interestingly enough.. this is not necessarily accurate. The black box GMT-400's use two knock sensors, one on each side(at least in the L29 454 version). The Gen III LS motors have two in the valley cover and the Gen IV ones have two not in the valley cover(they wouldn't have room with the AFM/DOD stuff in there), although there is some variability in that as well.
I'm sure you read in the thread there was some speculation of that. We just changed the motor in one of the later vortec 350 engines, and interestingly enough, one knock sensor, same location in the water jacket. Does kind of make a guy wonder if there is something more to it than a premade hole. I can see that back when they were introduced, but years after a major engine redesign and it's still there? Though the embossment for the fuel pump is still there at least on this motor there are no holes, so they did that at some point, why not change the sensor location unless there is a reason.
