During the time spent working on the dry sump, it was a chance to look over the engine up-close and a number of gaskets and even the oil filler cap were found to be weeping. Either the engine builder didn’t use enough gasket sealer – unlikely – or the leaks are due to high crankcase pressure. If so it’s very surprising giving that the crankcase vent was routed straight to ground. Since the valve cover has to come off anyway (to seal off the filler port, dipstick, and to plug the original vent), it’ll be interesting to see if the vent was partially blocked internally.
The Barnes dry sump pump arrived last Friday so over the weekend the mount was fabricated and today the pulleys and belt was ordered (the center-to-center distance from the crank to the pump was needed before they could be ordered). In the meantime the dry sump tank mounts will be fabricated, then it’s on to determining hose lengths and fittings and then it’ll be done.
The alternator installation is complete, at least mechanically; a left and right-hand threaded tube and rod ends handle belt tension. Due to the belt routing though, it remains to be seen if the belt will slap against itself and accelerate wear. A mating connector for the alternator was bought and it was surprising to find that the “four pin connector” had only one position populated with a wire; the other three had no wires, no pins, and the pin positions were blocked off! I don’t know what the manufacturer was thinking since it gives up remote sense capability – a big reason for using the alternator in the first place. Another plug was ordered, this one with four wires.