From robroy@robroygregg.com Tue Dec 29 23:49:48 2009 Date: Tue, 29 Dec 2009 23:49:47 -0800 (PST) From: Robroy Gregg To: info@proformanceunlimited.com, slejda@proformanceunlimited.com Subject: Job #8148: Complete engine failure: Requesting $8,497.39 refund. Hello Proformance Unlimited! Doug, I'm including you in this mail because I think you'll want to know about the situation. Also, I'll be asking for a decision from you on my refund request. Steve, thanks for guiding me with the engine up to this point! I appreciate how friendly, patient and helpful you've been! Kim, thanks for fielding my many phone calls over the past year. I'm writing to request a refund in the amount of $8,497.39. This money will be used to pay FE Specialties to rebuild the 390 engine I bought from you, and to do the necessary modifications to achieve the approximate performance I was promised by you (at least 400 horsepower, and a calculated 436 horsepower). Here's a copy of the estimate this specific dollar amount is based upon: http://www.robroygregg.com/Number50/FE_Specialties_Estimate_A.png To establish a complete context, I've included a chronological account of key events at the end of this e-mail. This account covers events from the day I became a Proformance Unlimited customer through today, December 29th, 2009. Here are 23 reasons why I'm requesting this refund, including photos and videos to help explain each one. If you'd like more detail on any of these points, please let me know and I'll ask FE Specialties and/or their machinist for whatever you'd like. 1] Upon taking the engine apart, FE Specialties discovered that several of the camshaft lobes and valve lifters had disintegrated, releasing a large amount of metal debris in to the engine. It's the opinion of FE Specialties that these failures were caused by an improper camshaft break-in process. Please see the time-line (later in this same e-mail) for the events that led to this tear-down. Here's the camshaft: http://www.robroygregg.com/Number50/CRW_5501z.jpg Here's the worst lobe: http://www.robroygregg.com/Number50/CRW_5535z.jpg http://www.robroygregg.com/Number50/CRW_5534z.jpg http://www.robroygregg.com/Number50/CRW_5533z.jpg http://www.robroygregg.com/Number50/CRW_5536z.jpg http://www.robroygregg.com/Number50/CRW_5537z.jpg Here are the rest of the lobes: http://www.robroygregg.com/Number50/CRW_5502z.jpg http://www.robroygregg.com/Number50/CRW_5503z.jpg http://www.robroygregg.com/Number50/CRW_5505z.jpg http://www.robroygregg.com/Number50/CRW_5507z.jpg http://www.robroygregg.com/Number50/CRW_5509z.jpg http://www.robroygregg.com/Number50/CRW_5512z.jpg http://www.robroygregg.com/Number50/CRW_5515z.jpg http://www.robroygregg.com/Number50/CRW_5517z.jpg http://www.robroygregg.com/Number50/CRW_5519z.jpg http://www.robroygregg.com/Number50/CRW_5520z.jpg http://www.robroygregg.com/Number50/CRW_5523z.jpg http://www.robroygregg.com/Number50/CRW_5522z.jpg http://www.robroygregg.com/Number50/CRW_5525z.jpg http://www.robroygregg.com/Number50/CRW_5527z.jpg http://www.robroygregg.com/Number50/CRW_5528z.jpg http://www.robroygregg.com/Number50/CRW_5531z.jpg Here's a video of FE Specialties discussing both problems #1 and #2. http://www.robroygregg.com/Number50/fe_specialties/WMV/Introduction_and_Cylinders.wmv 2] The debris from the camshaft failure caused significant scoring of the cylinder walls. The scoring is deep enough that the block required re-boring, and new pistons and rings to match the larger bore. Here are photos of the cylinders: http://www.robroygregg.com/Number50/CRW_5374z.jpg http://www.robroygregg.com/Number50/CRW_5375z.jpg http://www.robroygregg.com/Number50/CRW_5371z.jpg http://www.robroygregg.com/Number50/CRW_5370z.jpg http://www.robroygregg.com/Number50/CRW_5377z.jpg http://www.robroygregg.com/Number50/CRW_5376z.jpg http://www.robroygregg.com/Number50/CRW_5380z.jpg http://www.robroygregg.com/Number50/CRW_5368z.jpg http://www.robroygregg.com/Number50/CRW_5381z.jpg http://www.robroygregg.com/Number50/IMG_5372.JPG http://www.robroygregg.com/Number50/IMG_5373.JPG http://www.robroygregg.com/Number50/CRW_5422z.jpg Here's a video of FE Specialties discussing both problems #1 and #2. http://www.robroygregg.com/Number50/fe_specialties/WMV/Introduction_and_Cylinders.wmv 3] The pistons were also scratched up. This said, this wasn't the primary reason I've needed to buy new pistons--I needed to buy the new pistons to fit the new, larger bore size. Here are photos of the scratched up pistons: http://www.robroygregg.com/Number50/CRW_5497z.jpg http://www.robroygregg.com/Number50/CRW_5495z.jpg http://www.robroygregg.com/Number50/CRW_5496z.jpg http://www.robroygregg.com/Number50/CRW_5493z.jpg http://www.robroygregg.com/Number50/CRW_5492z.jpg http://www.robroygregg.com/Number50/CRW_5491z.jpg http://www.robroygregg.com/Number50/CRW_5490z.jpg http://www.robroygregg.com/Number50/CRW_5489z.jpg http://www.robroygregg.com/Number50/CRW_5411z.jpg http://www.robroygregg.com/Number50/CRW_5410z.jpg http://www.robroygregg.com/Number50/CRW_5409z.jpg Here's a video of FE Specialties explaining the condition of the pistons: http://www.robroygregg.com/Number50/fe_specialties/WMV/Piston_Scoring.wmv 4] The camshaft failure ruined many of the valve lifters. Here are the two worst off (two perspectives on each): http://www.robroygregg.com/Number50/CRW_5441z.jpg http://www.robroygregg.com/Number50/CRW_5442z.jpg http://www.robroygregg.com/Number50/CRW_5444z.jpg http://www.robroygregg.com/Number50/CRW_5445z.jpg And here are the rest: http://www.robroygregg.com/Number50/CRW_5436z.jpg http://www.robroygregg.com/Number50/CRW_5438z.jpg http://www.robroygregg.com/Number50/CRW_5440z.jpg http://www.robroygregg.com/Number50/CRW_5449z.jpg http://www.robroygregg.com/Number50/CRW_5451z.jpg http://www.robroygregg.com/Number50/CRW_5453z.jpg http://www.robroygregg.com/Number50/CRW_5454z.jpg http://www.robroygregg.com/Number50/CRW_5456z.jpg http://www.robroygregg.com/Number50/CRW_5457z.jpg http://www.robroygregg.com/Number50/CRW_5459z.jpg http://www.robroygregg.com/Number50/CRW_5460z.jpg http://www.robroygregg.com/Number50/CRW_5462z.jpg http://www.robroygregg.com/Number50/CRW_5463z.jpg http://www.robroygregg.com/Number50/CRW_5465z.jpg http://www.robroygregg.com/Number50/CRW_5466z.jpg http://www.robroygregg.com/Number50/CRW_5468z.jpg http://www.robroygregg.com/Number50/CRW_5469z.jpg http://www.robroygregg.com/Number50/CRW_5471z.jpg http://www.robroygregg.com/Number50/CRW_5472z.jpg http://www.robroygregg.com/Number50/CRW_5474z.jpg http://www.robroygregg.com/Number50/CRW_5475z.jpg http://www.robroygregg.com/Number50/CRW_5477z.jpg http://www.robroygregg.com/Number50/CRW_5478z.jpg http://www.robroygregg.com/Number50/CRW_5480z.jpg http://www.robroygregg.com/Number50/CRW_5481z.jpg http://www.robroygregg.com/Number50/CRW_5484z.jpg http://www.robroygregg.com/Number50/CRW_5485z.jpg http://www.robroygregg.com/Number50/CRW_5487z.jpg http://www.robroygregg.com/Number50/CRW_5488z.jpg Here's a video of FE Specialties explaining the condition of the valve lifters: http://www.robroygregg.com/Number50/fe_specialties/WMV/Valve_Lifters.wmv 5] The crankshaft I received was bent at the snout--it had to be replaced. The machinist said that if he turned it (necessary because of all the scratches), there would be no way to balance it (because of the bend). Here are some photos that show the scratches: http://www.robroygregg.com/Number50/CRW_5425z.jpg http://www.robroygregg.com/Number50/CRW_5424z.jpg http://www.robroygregg.com/Number50/CRW_5429z.jpg http://www.robroygregg.com/Number50/CRW_5427z.jpg http://www.robroygregg.com/Number50/CRW_5431z.jpg http://www.robroygregg.com/Number50/CRW_5430z.jpg Here's a video of FE Specialties explaining the crankshaft scratches. Note that the video was taken before the machinist discovered that in addition to the scratches, the crankshaft was bent beyond repair. http://www.robroygregg.com/Number50/fe_specialties/WMV/Crankshaft_Scoring.wmv 6] The oil pump was ruined by being contaminated with metal debris. Here are photos of the oil pump: http://www.robroygregg.com/Number50/IMG_4314z.JPG http://www.robroygregg.com/Number50/IMG_4315z.JPG http://www.robroygregg.com/Number50/IMG_4316z.JPG http://www.robroygregg.com/Number50/IMG_4317z.JPG http://www.robroygregg.com/Number50/IMG_4318z.JPG http://www.robroygregg.com/Number50/IMG_4319z.JPG http://www.robroygregg.com/Number50/IMG_4321z.JPG http://www.robroygregg.com/Number50/IMG_4320z.JPG http://www.robroygregg.com/Number50/IMG_4322z.JPG http://www.robroygregg.com/Number50/IMG_4325z.JPG http://www.robroygregg.com/Number50/IMG_4327z.JPG http://www.robroygregg.com/Number50/IMG_4330z.JPG 7] Several of the valve seats were significantly recessed, decreasing the compression ratio in some cylinders from 9:1 to around 8.9:1. Other valves seats weren't recessed at all--they varied quite a bit between valves. Here's a video clip of FE Specialties discussing problems #7, #8 and #9. http://www.robroygregg.com/Number50/fe_specialties/WMV/Heads.wmv 8] An attempt was made to use multiple shims under a valve spring to make up for one of the recessed valve seats. And the shims were off-center. Here are some photos of this area on one of the heads: http://www.robroygregg.com/Number50/CRW_5414z.jpg http://www.robroygregg.com/Number50/CRW_5417z.jpg http://www.robroygregg.com/Number50/CRW_5416z.jpg It's my impression that the valve seats should have been re-done to repair their recessed nature (instead of using this questionable work-around). Here's a video clip of FE Specialties discussing problems #7, #8 and #9. http://www.robroygregg.com/Number50/fe_specialties/WMV/Heads.wmv 9] Many of the valve guide clearances were way out of spec, and varied a lot from valve to valve. I heard from FE Specialties that this condition would have caused oil leakage around the valve stems, which would have been bad for the engine (and would have caused it to smoke a lot). Here are some photos of the area: http://www.robroygregg.com/Number50/CRW_5404z.jpg http://www.robroygregg.com/Number50/CRW_5405z.jpg http://www.robroygregg.com/Number50/CRW_5406z.jpg http://www.robroygregg.com/Number50/CRW_5407z.jpg http://www.robroygregg.com/Number50/CRW_5408z.jpg Here's a video clip of FE Specialties discussing problems #7, #8 and #9. http://www.robroygregg.com/Number50/fe_specialties/WMV/Heads.wmv 10] The head surfaces for the exhaust manifolds were rough and hadn't been re-surfaced. According to FE Specialties and everybody else I've consulted with, neglecting to resurface this part of the heads isn't an acceptable practice for an expensive, high performance engine. I've gathered the impression that putting a perfect surface on this area is supposed to be a normal, standard procedure when rebuilding heads. I heard from Steve that Proformance Unlimited hadn't resurfaced the heads because you aren't equipped with a machine capable of this. Update: on Monday, December 28th I heard from Steve that because modern gaskets are so effective at making up for surface imperfections, these head surfaces are normally left rough on Proformance Unlimited engines. Here are some photos of the rough head surfaces: http://www.robroygregg.com/Number50/IMG_2100s.JPG http://www.robroygregg.com/Number50/IMG_2099s.JPG http://www.robroygregg.com/Number50/IMG_2095s.JPG http://www.robroygregg.com/Number50/IMG_2094s.JPG http://www.robroygregg.com/Number50/IMG_2093s.JPG 11] I was promised a performance spec of 400 horsepower, and heard an estimate from Steve of 436 horsepower and 463 ft/lbs of torque at 4,000 RPM. Yet the analysis of FE Specialties revealed this to be a technical impossibility. The principle reasons for this were the stock sized valves, the lack of any porting or port matching work in the heads and intake manifold, and the compression ratio (8.9:1 to 9.0:1, depending on the particular cylinder). FE Specialties estimated that the performance of the engine would have peaked at about 350 horsepower--much less than what I heard from Proformance Unlimited! 12] I was promised by Proformance Unlimited a compression ratio of 10:1. I heard this from Steve on several occasions, since I specifically asked about this. FE Specialties measured the compression, and based on the pistons, bore, stroke and heads, it would have been 9:1. Yet because many of the valves were recessed too far in to the valve seats (see problem #7), the actual ratio for several cylinders was even lower, perhaps 8.9:1. 13] The engine's paint job seemed inferior. Even a small amount of brake cleaner spilled on the paint caused it to bubble up and rub right off, and it chipped of very easily, even without the brake cleaner. Just in the process of installing the engine, it began to look worse and worse. Here are a few photos that illustrate how easily the paint came off of the block: Here's an area before I'd applied brake cleaner: http://www.robroygregg.com/Number50/IMG_4784z.JPG Then I applied one short spray of brake cleaner and rubbed it lightly with a soft rag, and look what came off: http://www.robroygregg.com/Number50/IMG_4785z.JPG Then I brushed it lightly with a soft, plastic brush, and the paint in that whole area came completely off: http://www.robroygregg.com/Number50/IMG_4786z.JPG Here's what the brush looked like after this. http://www.robroygregg.com/Number50/IMG_4788zz.JPG Once I understood how bad the paint job seemed, I knew I'd have to completely re-paint the engine. So I started actually trying to remove the paint--it was not difficult! And here's what one side of the engine block looked like after just twenty minutes of mild effort: http://www.robroygregg.com/Number50/IMG_4917.JPG And the back: http://www.robroygregg.com/Number50/IMG_4918.JPG This photo really illustrates how readily this stuff bubbled up and flaked off. In this photo, I hadn't even touched the paint! The only force applied to it was the fluid pressure coming out of the brake cleaner can. http://www.robroygregg.com/Number50/IMG_4919.JPG According to many guys I've consulted with, when properly applied, high temperature, ceramic engine paint shouldn't be destroyed so easily by brake cleaner. It should be resistant to most automotive chemicals, including brake cleaner. 14] The hose connecting the water pump to the intake manifold had a severe kink in it, and I had to remove the water pump and re-do the hose. While this was a relatively small problem, it was yet another thing that required an extra investment of time, money and effort for me to make right. Here are some photos of the messed up hose: http://www.robroygregg.com/Number50/IMG_2721s.JPG http://www.robroygregg.com/Number50/IMG_2729s.JPG http://www.robroygregg.com/Number50/IMG_2563s.JPG Note that I pulled the water pump off and fixed this hose before discovering the major problems with the engine. Here are a few photos that show this job being performed: http://www.robroygregg.com/Number50/IMG_2556s.JPG http://www.robroygregg.com/Number50/IMG_2723s.JPG http://www.robroygregg.com/Number50/IMG_2724s.JPG http://www.robroygregg.com/Number50/IMG_2727s.JPG http://www.robroygregg.com/Number50/IMG_2732s.JPG http://www.robroygregg.com/Number50/IMG_2740s.JPG http://www.robroygregg.com/Number50/IMG_2741s.JPG http://www.robroygregg.com/Number50/IMG_2742s.JPG http://www.robroygregg.com/Number50/IMG_2748s.JPG http://www.robroygregg.com/Number50/IMG_2747s.JPG http://www.robroygregg.com/Number50/IMG_2749s.JPG http://www.robroygregg.com/Number50/IMG_2752s.JPG http://www.robroygregg.com/Number50/IMG_2751s.JPG http://www.robroygregg.com/Number50/IMG_2754s.JPG http://www.robroygregg.com/Number50/IMG_2753s.JPG And two photos of the final product. Too bad I only got to enjoy the fruits of my effort for a few minutes! http://www.robroygregg.com/Number50/IMG_2761s.JPG http://www.robroygregg.com/Number50/IMG_2757s.JPG 15] The pistons may have been installed in the wrong cylinders. They had numbers written on them with a marker (still legible after the few minutes I ran the engine), but the numbers written on the pistons didn't correspond to the cylinders they were installed in. Because of ring sizes that may not have matched the cylinders they were installed in, this may have contributed to the severe cylinder wall scoring. Here's a video of FE Specialties discussing this: http://www.robroygregg.com/Number50/fe_specialties/WMV/Piston_Scoring.wmv 16] After specifically asking about this, I heard from Steve that the oil drain-back passages on the heads had been enlarged to accommodate the high volume oil pump. FE Specialties says that the heads are stock, including the size of the drain-back passages. The oil inlet passages are also stock; they're not restricted. Here's a video of FE Specialties explaining the oil control problems, including the lack of any oil control measures in the heads I received: http://www.robroygregg.com/Number50/fe_specialties/WMV/Cylinder_Head_Oil_Control.wmv 17] My invoice claims that the engine has Eagle H-Rods, but the engine actually has stock 390 connecting rods. Update: I heard from Steve on the phone today that he's aware of this and that it was a simple mistake on the invoice. Still, since the invoice wasn't itemized, I'm not sure whether or not I paid for the Eagle H-Rods. 18] On my invoice I was promised a set of 16 spark plugs; I only received the eight that came in the engine. 19] Several of the main bearing saddles (where the top main bearings are installed) were tapered--they'd been machined incorrectly. One saddle had a taper of nearly 0.001"! In the few minutes that the engine ran, the wear pattern on the main bearings supported this. Here are some photos of the main bearings: http://www.robroygregg.com/Number50/CRW_5413z.jpg http://www.robroygregg.com/Number50/CRW_5412z.jpg And here's a video of FE Specialties explaining what they found regarding the main bearing caps (a related topic). Note that this video was taken before the machinist discovered the specific saddle taper problem or the piston connecting rod problems. http://www.robroygregg.com/Number50/fe_specialties/WMV/Main_Cap_Bearings.wmv 20] The valve springs were pushing with about 150 pounds of pressure, which I heard was excessive from FE Specialties. Here are some photos of the spring pressure being measured: http://www.robroygregg.com/Number50/CRW_5420z.jpg http://www.robroygregg.com/Number50/CRW_5421z.jpg Here's a video of FE Specialties explaining the spring pressure problem: http://www.robroygregg.com/Number50/fe_specialties/WMV/Spring_Pressure.wmv 21] A machinist measured the deck and found it to be out 0.0025". So the block needed to be re-decked. 22] The connecting rods were bored about 1/2 of a thousandth larger than they should have been. I heard this from FE Specialties. 23] The bushings in the connecting rods were too large. They had been 0.0008" and 0.0010" of clearance, which I understand is out of spec. So they needed to be re-bushed. Here's a chronological account of key events since I became a Proformance Unlimited customer: a] Tuesday, August 5th, 2008 I ordered the engine from Steve. b] Monday, October 6th, 2008 Kim provided me with the tracking number for the engine. It was UPS Freight 229 950 335. c] Monday, October 13th, 2008 The engine arrived at the UPS freight center in Sunnyvale, California. Based on the measurements I'd heard from Kim, I knew the engine would fit under my camper shell. I went to pick it up. The engine would not fit--the measurements I'd received did not include the height of the pallet! That night I removed the camper shell. d] Tuesday, October 14th, 2008 I drove to the UPS freight center in Sunnyvale again and picked up the engine. e] Sunday, May 10th, 2009 With the transmission installed on the engine, I began trying to install it in the vehicle. f] Sunday, May 17th, 2009 I discovered that the Milodon 30550 oil pan (the rear sump model installed by Proformance Unlimited) wouldn't fit in my truck. It wouldn't clear the steering linkage. I tried to resolve this problem on my own for a while, but finally... g] Tuesday, May 26th, 2009 I contacted Steve about the oil pan clearance problem and provided him with a list of parts I'd need to replace it with a Milodon 39740 (front sump) pan. h] Thursday, July 2nd, 2009 I telephoned Steve and asked if the oil pan parts could be ordered from Summit, since I knew they had them in stock, and I might not have to keep waiting that way. I heard that Steve would check with his source (Jegs) for an updated ETA. i] Wednesday, July 22nd, 2009 While still waiting for all the parts I'd need to begin the oil pan swap, I received an e-mail from Steve saying that the windage tray and gaskets were on the way to the Proformance Unlimited shop and would probably arrive on that day. The e-mail also stated that I'd receive a tracking number for the shipment to me, but I never received the tracking number. j] Around August 1st, 2009 The parts necessary for the oil pan swap arrived. Note that by now, I'd waited over two months for the parts. That entire time, Summit had these parts in stock and could have delivered them to me directly from their Sparks, Nevada warehouse (it only takes one or two days for parts to arrive from there). So the availability of the parts wasn't the problem. k] Wednesday, August 5th, 2009 through Friday, August 7th, 2009 Worked to replace the oil pan. Because of clearance problems with the incorrect pan that was originally installed, this meant lifting the engine up out of the frame and turned out to be a ton of work. l] Sunday, November 1st, 2009 With the rest of the truck built up around the engine, I fired it over for the first time. It made a loud tapping sound! Because I initially thought it was an exhaust leak, I ran the engine for about ten minutes while searching for the source of the sound. I did this by holding a piece of hose up against various parts of the engine with the hose pressed against my ear. m] Tuesday, November 3rd, 2009 (10:32AM PST) Telephoned Steve about the engine sound, and explained that it seemed to be coming from the oil pan area. I heard from Steve that it was probably the windage tray hitting the crankshaft, and that I should have checked for clearance there before closing the engine up (when I did the oil pan swap). n] Wednesday, November 4th, 2009 Began the difficult task of pulling the oil pan back off, which meant lifting the engine back out of its frame mounts. Later that day I'd completed this job, and found that Steve was right! The windage tray did appear to have been struck by the crankshaft. Here's what I found there. Note that I drew a red rectangle around the problem area. http://www.robroygregg.com/Number50/IMG_4272z.JPG o] Thursday, November 5th, 2009 I e-mailed Steve photos of the damage I discovered, and at 10:14AM PST, he gave me a call. We discussed the photos I sent. I heard from Steve that to address this problem, I should clean out the crankshaft area with brake cleaner, put the engine back together, put on a new oil filter, fill it with fresh oil, and run it for a few minutes. Then immediately change the oil and filter, just to get rid of any metal shavings that I missed with the brake cleaner. p] Sunday, November 8th, 2009 (10:29PM PST) I sent Steve an e-mail explaining that after doing a more thorough inspection, I found glitter in the oil, small metal shavings in the oil pools on the top of the heads (enough to feel gritty between my fingers), and chunky metal shavings on the heads. I also included photos in this mail of the chunky metal shavings. I also noted in this mail that the oil on the output side of the oil filter looked VERY clean, as though it were doing its job, including a photo of the dissected filter. In this e-mail, I asked Steve if he would recommend that I go further with cleaning out the engine, which would mean taking the engine apart. q] Monday, November 9th, 2009 at 10:23AM Eastern Time I received an e-mail from Steve saying that despite the additional evidence of contamination I found, his recommendation for an external cleaning remained. The following are quotations: I asked, "After seeing the photos of what showed up under the valve covers, would you recommend going further with my engine cleaning (further than we discussed previously)?" To which Steve replied, "***No I Think Everything Will Be Fine***" r] Monday, November 9th, 2009 at 10:38AM and 12:54PM PST. I telephone Steve to review his recommendation over the phone, and he sounded quite convicted about his advice, despite the additional metal chunks I'd found, photographed, and e-mailed to him for review. Since Steve's advice remained the same despite additional evidence of contamination, I believed that this was Steve's final decision and advice to me. s] Tuesday, November 10th, 2009 I opened a dialog with FE Specialties in Sacramento, California with regard to hiring them to take the engine apart, clean it out, and put it back together. I chose to do this instead of bothering Steve with more phone calls for four reasons: 1. I'd already heard from Steve on multiple occasions that he would not recommend taking the engine apart to clean out the metal shavings. This recommendation remained even after I'd sent him additional photos of significant metal shavings/chunks on the tops of the heads. Therefore, I knew I was going against his advice, and I saw no need to push the issue with him. 2. Being in Sacramento, California, FE Specialties was nearby me. 3. Based on the great feedback I'd been receiving from the Fordification.com web-based forum, it seemed that a complete dis-assembly, cleaning, and reassembly was the prudent thing to do. 4. Based on feedback from FE Specialties, who also reviewed the photos of the debris found on the heads and in the oil pan, the thorough cleaning (which meant rebuilding the engine) sounded like the prudent thing to do. t] Monday, November 23rd, 2009 After working for many days to completely remove the engine from my truck, I delivered it to FE Specialties in Sacramento, California. Here's the photo of the engine in the back of my truck, before departing on the 3 hour drive to Sacramento: http://www.robroygregg.com/Number50/IMG_4944z.JPG Here's a photo taken during the l-o-n-g drive: http://www.robroygregg.com/Number50/IMG_4947.JPG u] Wednesday, December 2nd, 2009 I got a call from FE Specialties telling me about most of the problems detailed in this e-mail. Some of them I heard about later on, as the engine was pulled apart more deeply. v] Friday, December 11th, 2009 I returned to FE Specialties in Sacramento to review everything found in the engine, and to take a large number of high definition photos of the engine internals. w] Saturday, December 26th, 2009 I received an estimate from FE Specialties on rebuilding the engine, not only to repair the damage but to achieve the approximate performance level I was promised by Proformance Unlimited (between 400 and 436 horsepower). Here's the estimate: http://www.robroygregg.com/Number50/FE_Specialties_Estimate_A.png x] Monday, December 28th, 2009 I telephoned Steve and explained my situation. I heard that he'd talk to Doug on Tuesday the 29th, and that he'd like to receive an e-mail from me with photos of the engine damage (this document). Thanks to Steve for being so patient with me on the phone! y] Tuesday, December 29th, 2009 I received a voice mail from Kim reminding me to send this e-mail (thank you Kim!). Please know that it's my sincere desire to maintain amicable, professional relations with Proformance Unlimited despite any differences of opinions. I'm trying to be as fair, unbiased, patient and polite as possible. I want to know that I can trust you guys and recommend you to others in the future! Thanks for reading my detailed letter, and I look forward to your helpful response! Sincerely, Robroy