MAG58

Colt says he could do it, and he'd do it personally, it'd be 4-500 for the pair whatever grind we wanted. That includes cam analysis to see what can go on it, along with the grind, hardening and parkerizing. And price on a 404?

If you're looking for old race-car information, including if any cars ran what kind of components you'd like to run, and may not be able to find such a race-car, PM TonyD. He probably has a race-car that will get you in, either in the states or Japan.

You ever build a PBF? I flew the sign board right off of mine. I think that's all I did every day of my jr. year of high school. Good at torque rolls now though Let's see... Ratsun Nico 190rev mymbonline peachparts TSC, local EVF, Local NWAM, flatty's local.

I thought the title was toast too? Hmm... I do have a spare M104.. Wonder how many 190e 2.6's there are floating around...

My old man has Craftsman tools that are probably 40 years old, and they're great. In the mid 90's they started geting much thicker walls on their tools and IMO weren't as well built, but a few days ago I went into a Sears and checked out the Craftsman tools (as an exit to being pulled along clothes shopping) and they look like much higher quality. For Air-Tools though, I think IR are the best, and I've abused all of mine to no avail.

Does anyone else look at the photochopped frosty and just hear the Jaws theme music?

Someone needs to be shot. Apparently at least 7 people... Though I cant think of any benz that isn't worth over 5 grand that isn't a 2.3 190e... At least within that 15 year span. Idiots.

I feel that everyone is always talking down on the dinosaurs of the performance world, the 'old' pushrod V8's, since they are 50 year old designs. Something to ponder... These engines (be it SBC, SBF, SBM, BBC, ect.) have been raced basically non stop for the last 60 years, and have been pushed, VERY hard. Countless men who have probably forgot more about engine theory than I will ever hope to learn in a lifetime have devoted their entire lives to extracting the maximum power out of them. With today's modern head designs, cam lobe designs (Tony D will contest that all cam designs are archaic, probably true), and intake designs being designed on computer, run through CFD, and CNC ported, exactly how much of that archaic 50's technology is left? And since everybody and their grandmother has either owned or driven a car powered by these old dogs, parts are unethically cheap. Cant quite be said about LSx parts yet (relatively of course). Nelson racing engines still produces SBC engines that produce more horsepower on good ol' 93 octane than any DOT approved set of rubbers could ever apply to the asphalt before retiring in a fury of smoke. Once could even contest that the 5 bolt/cylinder head attachment design of the ol' dinosaur is superior to that of the LS. Is the LSx a good engine? Without a doubt. Should the good ol' SBC be discarded on lack of technology? You tell yourself that the next time you lose to one. Just my .02

Yes they're all the same width and as far as I can tell could be crank guided, though the end of the journal is substantially more radiused than what I'm used to seeing on other cranks. And the reasoning behind this is, as far as I can tell (if anyone truly knows why, please inform me, it's the point of this thread), is that it allows a narrower rod at the crank side (with the caveat of increased pressure due to less contact patch) to reduce friction and intimately increase efficiency of the motor. Since the pin is designed to rotate inside the conrod bush, they extend the wrist pin towers in to contact the rod thus making that the load bearing surface, not the crankshaft. But, until someone can confirm or deny this, it's purely conjecture. And I have yet to find any part of this motor that was designed for no other reason than to make the engine expensive.

Why? I understand that it has rather malleable forged bits in the bottom that allows it to hold lots of boost inspired ego boosting dyno numbers. Being better than something does not simply stem from the big number at the end of the graph.

Perhaps the bigger question is, if you're going to go through all the work to build a chassis drag car, why not just put a solid rear axle in it?

Iirc, JDM VH41 has a better designed chain tensioner, duplex chain, different head intake design. USDM VH41 has poor cast exhaust manifolds, no bottom girdle, weaker componets, etc.

I'm going to guess that if you could provide a literal swap kit, one that provides a pan/pickup front mounts and trans mount for a reasonable price, there would be a fairly decent market for it, ESPECIALLY in parts of the world where the RB is native (and affordable)... NZ/OZ comes to mind.

Usually when I think that, I tend to end up in some medical institution with some humiliating back story.

Ratio?

Sweet Jesus that's bright! Are you still running the stock instrument mechanical with these too?

yep

I'll be back on Friday. I'm currently finishing my x-mas vacation and hijacking people computers to get my HBZ fix. Anyway, how does the 722.3 hold up under 750nm of abuse?

You could kill two birds with one stone... Mercedes and Diesel... And I've already decided I will one day have an OM powered sedan. I'll never be not broke. So which one is quicker?

Well, iirc you'd need the whole rotating assembly, as I believe the 41 is only destroked to remove 400cc's of displacement.

Unless you manage to keep all of your tires in a vacuum area (inside and outside of tire) and a place completely devoid of UV light, they're going to decompose. All long hydrocarbons (rubbers) will decompose in sunlight and oxygen. That said, don't be cheap on tires. It's hard to pinch pennys when you're chillin' out at the pearly gates.

There's a print screen key for that. And Xnke is right, pull lots of timing, and then add a little back in slowly.

Which VH41? There were two models, USDM and JDM. The latter of the two is considered by some to be the pinnacle of VH design due to it's cam drive and head design, and for them, yes the VH45 crank does make a stroker VH41. The USDM version was a cost cutting measure, not much related to either VH45 or the JDM VH41 and loses many of the things that makes the VH so appealing. That said, search around on NICO (I've not done VH searching here, but I'm sure there's also tons of info) and you should find all the answers you'll need.

I think I've just hurt myself. The OM606 is a nasty little motor. 24 valve dohc, the newest, non US OM's had DI... In finland these little meanies can be seen in some seriously quick Diesel sedans. And of course after a little Youtube investigation, this video came out of Finland.

McKinney Motorsports makes a front mount and rear mount. Now that the OEM 200ZR pan/pickup are NLA though, there is much to be made if you can offer a solid oil pan solution.