260DET

Lots of really good keepworthy info in the pinned stuff, no doubt about it. But how about putting them all in one folder at the top of P1 and leaving the rest of that page for current topics? Otherwise the place looks more like a repositary rather than an alive and active forum.

If they did not know that the pistons were defective in the first place then they are not competent anyway, the problems are quite obvious once your attention is drawn to them. I am in the process of doing what I can without throwing more money after bad, my experience in AU is unless there is a dedicated no lawyers Small Claims process available to consumers against businesses then forget using the usual legal process for less than say $3K. Once the pistons come back from the engine builder I'll be doing a video for YouTube on them.

Yep, put my VG33ET engine in one, fix up the rear suspension and off you go. Quickly

My post got messed with, I'm sure it was not deliberate Torque reaction can manifest itself in different ways and can occur when the car is already in motion, just look at a top fueller in action for an extreme example.

I wasn't being serious, about travelling all that way or demonstrating the various uses a bat could be put to.

It's not weight transfer in that example Jon, its torque reaction. Which does not mean John is wrong, two different things, both of which can influence squat.

Side by side comparison is the only way to tell, until they show in use superiority I'll stay with Garrett thanks.

Yeh I could imagine PayPal would not be too happy, like all these sorts of companies you play by their rules or you don't play at all. Unfortunately PayPal has become an institution in that if you want to buy stuff online then there is often no alternative way to pay. For Tony, I'm thinking my friends at BRC might be interested in seeing a cricket bat, close up

What I should have done is begin a dispute with PayPal before the three month limit expired just to cover myself, sometimes you get one chance with these things and thats it. Not sure if cancelling a credit card payment to PP is a good way to go, will have to look at the implications. One thing I am going to do is a make a YouTube video showing exactly what the problems are, either that or stuff the expense and pay them a personal visit

Yes to the first one, BRC to the second one. Wasn't sure if it was OK to drop names here.

Bad news from the engine builder, the custom pistons are defective and cannot be used so that is obviously going to delay things substantially. See http://forums.hybridz.org/index.php/topic/98860-florida-consumer-complaint/

Short version of a long story, custom pistons from a Florida maker are unuseable due to manufacturing defects. Took so long for them to arrive that any PayPal remedy is out of time but seeing they cost well over $1000 I'm going to do what I can. Looks like I can make a consumer complaint to the Florida Attorney General but I don't know how far that will get me, I don't mind paying a percentage 'comission' from a successful claim to a 'recovery agent' but have no idea if thats practical or even permissible. Its fairly obvious to someone familiar with pistons they are defective but my word here is not going to go far although when they come back from the engine builder I could make a video showing whats wrong with them. So, advice, tips..........

In that Jim Cowart video he talks about fuel puddling, the example he uses shows a horizontal port which would be applicable to a L6 in configuration. But what about most V engines which have downward sloping inlet ports? From what he said fuel would still be deposited on the inlet port walls so the effect he talks about would still exist to some degree but obviously fuel would tend to run down into the cylinders and not puddle as such. The timing of that process would of course be relevant, particularly if the fuel did not run down quickly enough to sufficiently negate the effect he talks about. Which I guess is what happens.

Sounds like to me you are not suited to working in a service industry, particularly one as stressful, mechanical and foreign to a lot of people as an airport.

Sometimes wondered how you North Americans got on with your basements and keeping water out, now all has been revealed. The only basements in AU are under high rise commercial buildings which seem to get flooded now and then, mostly we have above ground structures which have the dual advantage of potentially getting both flooded and blown away

All I'm trying to do is to find a reason why L6 heads can be made to flow so well, given the shape of the combustion chamber and the proximity of the valve to the sides of the chamber for a lot of its circumference. The difference between 'plug in plug out' flows got me looking for reasons as to why that was. I don't think shaping the valve guides could do enough to significantly influence a flow pattern but I'm done guessing. We need the owner of that Sunbelt head to push some smoke though a port and report back

To continue with my thoughts on the Sunbelt head, when you look at the inlet valve placement in relation to the combustion chamber wall the inlet charge must surely swirl in a circular motion in order to get the flow volume it does. Compare that combustion chamber with say those of the VG two and four valve heads, the inlet valves on those heads are much more openly located, no vertical chamber walls nearby. I don't have figures but I bet that the Sunbelt flow figures are not much inferior to those of the stock VG's at all. Someone has done some very tricky work with that Sunbelt head.

Looking at that Sunbelt head that was shown about a million words back and noting the differences between plug in and plug out flow raises a relevant question I'm thinking. Which is, why such a big flow difference? If the air is moving out from under the valve radially and fairly evenly then its difficult to understand how something small like plug electrodes could cause such flow obstruction. But if the air was rotating then such items could cause considerable disruption, acting like say a post in the middle of a water stream as shown by the wake. This is just my theory as a possible explanation for the plug in plug out difference. Which leads me to thinking that an ordinary flow bench is totally inadequate for any serious port flow development process, it would be a big advantage if using a realistic setup replicating the real process flow could be observed by using smoke and other aids.

Those flow figures at 28" are they zredbaron? Any idea why the big difference with the spark plugs out? Not that I follow why a plugs out test would be done in the first place.

Anytime because of some woman I have stopped doing something that was not irresponsible and I wanted to do always turned out to be a bad decision, every single time.

Nice building lot, fully serviced?

Pictures would be great, echo, echo............

Thanks 280zcar, will see what they think.

Going to be an interesting exercise with that amount of power, could start tearing attachment points out of the body for example so that should be looked at. As you probably realise all you can do is get the strongest stuff available and give her a go. That includes suspension parts and diff mountings.

Below is a rough of a design I came up with for an enamel badge in red, white and blue, ignore the spelling. Want something that is not model specific as our club caters for all Z's, anything else around that may be an acceptable alternative?