Tony D

I meant exactly what I posted: the L-Block with unaltered stud configuration has run well over 1000HP. The rod you threw, that was #5 right? That's an oiling problem, not a main cap problem. They all let go at #5, and seem to want to spin #1 first. They make stud girdles, but again the question is "How much are you planning on making?" At 780+ to the rear wheels and countless hours on the dyno there were no issues with main or rods in that engine. And all that one has is ARP's. Which seems to be a cheap standard performance build part, not due to any particular 'weakness'---the only weakness (if it is one) is the rod bolts. And that solution has been known since the 70's.

The points mentioned, are all valid. Guys at a distributor mechanic level can surmise all they want about why whatever was done, they likely aren't engineers, haven't studied thermodynamics, and usually are basing their assumptions on very limited (bliners on) scope of problems they may be seeing. Of everything mentioned, NewZed likely has the best 'general' answer. MArk (OzConnection) I believe has some current NON-USA (Nissan OEM) "Universal L-Engine Head Gaskets" with FAR more holes on them, which are specified for universal application. They aren't required to meet US emissions outside the USA, take a look at 'universal fittment' replacment service parts outside the USA and you start realizing they did things here, and it wasn't for performance. REMEMBER: These gaskets were for low-specific output engines. Not high-performance engines (which I surmise is what we are talking about here... something more powerful than the average bear...) Long and short of it, if it seals and doesn't leak get as much flow to the head as you can get. Period.

OVER 1000 Hp.

The dyno testing we did under load says otherwise, increasing flow to the head seemed to carry more heat out more efficiently than the original gasket configuration with restricted flow to the head. The gaskets restrict flow INTO the head, not out. That causes spot-boiling---look at any industrial exchanger and you will see unrestricted FEED side lines, and any throttling for temperature control is done on the OUTLET of the heat exchanger! Same goes for the L-Head: get as much water as you can into it, then play with getting it out. Restricting flow on the inlet side is not good as it can contribute to cavitation, etc.

search? watchoo b talkin bout willis? who b have time fo dat? imma b postin my Q dawg, cos i gots no time b searchin!

Don't forget power steering AND air conditioning...

Make sure who ever you order from has it in stock. There a plenty of 'it's on order, due in next week' and months later there are excuses. There is a production snafu because someone was trying to downcost the production, and the Thai company took the ball and went home. So someone had to start procurement all over, while the original supplier tells everybody they will have you make the molds and then drop you like a hot potatoe when someone says they can do it cheaper. Just make sure whoever says they have one, ACTUALLY HAS A KIT to sell you IN STOCK! And yeah, that's about the price nowdays.

"Then once you've established you're not going to get anything from them, that's when you hire a local Attorney, naming both the company and the people who run it, as well as all their employees in a suit to recover your $ and attorny fees. " Yeah, spend $50K to pursue $3K... That Quantas Flight is likely $1200AU, tyvek suit probably can be bought with the Japanese Crisis without too much suspicion, but a cricket bat? Priceless!

I find the inflatable sheep is also very entertaining when left in the tossed bedsheets of the hotel before heading to the jobsite (partially deflated)

I do have AArdman figurines in my cubicle... The cleaning people continually knock the pigs down, and move the sheep. This displeases me.

Dull, rusty implement... My hood is Barmah...

LY Head, with complete 1971 Nissan EGI system...

I don't know why they couldn't offload at Chitose. USAF maintains B2 Stands there that should reach a 767 passenger doorway. Not the most elegant things, but functional. Anybody know the height of the passenger door on a 767? Somewhere running around Chitose's flightline (if they kept the tin) is an MJ1A Bomblift with chrome cooling tins, fully degreed crankshaft pulley, silicone wires and Bosch 009 Distributor with 4500rpm rotor in it... What can I say "Cope North" was every year, and it got boring. And when I found out the Japanese used VW Industrial Engines where we used Wisconsin MV4HD's...the die was cast for the return trip! Flight bag of speed goodies and cosmetics for the first bomblift I got my hands on! Their local commander really liked it, but said the Dual Kadrons had to go... I'm kinda glad my local distributor waved me off at the last minute. I got the e-mail at around 4pm Tuesday not to take my flight Shenzhen to Sendai... Still no word from our customer. They were at altitude so the Tsunami shouldn't have gotten them...but they were 60miles from the epicenter. I would have been heading to the hotel when the quake hit had I flown in Wednesday.

Yeah, I mean, for the cost of the Quantas Flight you could EASILY hire a local to whack them far more economically! You know, support the locals kind of thing. Keep the worldiwde flow of money for services going. Flying there to do it in person would only apply if it was more than the ticket cost. Besides, you would have to find a cricket bat locally, and that may raise eyebrows in Florida. That's the last thing you want. Personally, a Louisvill Slugger would be far more inconspicuous, and burns wrapped in blood-soaked Tyvek just as well in that beach campfire!

I can't tell if that plate is "306" or "506"---one reason for that swap in Japan is tax class... 506 plate would be 2-liter class and considerably cheaper. When you look like that, who cares. Put the top down and cruise...

" If you buy a non refundable cheap ticket, then miss your flight, you'll have to pay for a new ticket." ROMAFLOL My fellow engineer had to fly some parts down to me (handcarry)... He flies "CZ" He calls me an says "I'm on CZXXXX from PVG to BKK" My response "Oh, you're screwed! I NEVER fly them!" Our booking system buys those damn cheap tickets...O, I, all those crap fares that you don't even get FF miles for (and THAT'S CHEAP!) Anyway, like the dutiful young engineer he is (who hasn't realized his boss is 12,000 miles away and would NEVER know he spent the night in Bangkok until a month after the fact...if that) he literally delivers the parts and turns RIGHT AROUND in the Bangkok airport and checks back in for his return flight to Shanghai. One of the last 6 people on the flight, he gets bumped. And their policy is if you get bumped, you 'get a seat...if that flight isn't overbooked' so what he THOUGHT was a business class flight back at 1AM taxi ride, hotel room and $100 cash turned into 4 days in Bangkok (and he was STRESSED! What do they teach these kids in school nowadays???) Before he finally called and said "I bought another ticket!" The factory was off for Chinese New Year, and he was 'gone' for most of it...nobody knew he was gone. It took him three weeks to realize what had happened. Now, he's flying back on vacation (not on a CZ flight) and realized that 'refundable fare' is a box on the booking tool that WHEN CHECKED gets you a flight that you will actually have a seat priority on if you do get bumped! (And even if the flights are more expensive, they are 'authorized' because the cost-basis for the fares jumps when you check the box!!!) My fave is the stuff they won't let you take onboard, but which they disclaim any responsibility for if you check...Catch-22 Yossarian? Boggles my mind that we put a barcode on a bag and it's scanned. And that at each subsequent touch it's not scanned. So I can see which personnel opened it. Why isn't TSA under video monitoring during inspections? Why don't they scan the tag, which then superimposes passenger information to the video along with screener information which is held for 'training and observation purposes' for 48 hours (during which time if there is a complaint made by a passenger of missing articles the tape can be scrutinized?) When two brand-new Nissan Differential Oil Pumps go missing after I make a Bag-Drag at Newark (after jumping all over Europe for 6 weeks and not having them disturbed ONCE) kinda soured me on this 'security' check. Especially when "I know people" and got as far as the union rep on the floor who told me basically FOAD...my parts are gone, forever. Electronics not responsible, sorry sir! In over 20+ years of travelling I NEVER had ANYTHING go missing from my bag UNTIL the TSA was given the authority to open my bag 'for my own safety'... Argh...

I'm going to ask since when was a 'yellow black covered switch' for a 'missle' in any aircraft? Generally military aircraft have yellow-black covers on ejection seat or emergency egress components. Red cover with 0.020" copper safety wire under port bulkhead on F15C/D was "VMAX" and "ECW" but everything with either AcesII or Rescue was yellow-black. From what I saw in RF4C, F15, B52, A10....that was pretty much standard. "Missle" switch arming was standard red safety cover, or bar-safety and bare metal. I'm just curious where 'Missile Switch' comes from? Navy or USMC?

No, you don't have to cut anything. There are 'spare tire cels' that go in there and you put the sheetmetal cover over them... Now, on that 'Third Degree Burns Hurt'...technically the nerve damage prevents the burn itself from hurting (so I'm told, they always were painful to me...) Apparently it's the healing and restoration of the nerves (or overstimulation during the debreeding) that hurts like hell! Let's change the subject now, shall we?

WHACK! Oh, thanks! It happens some times.

I just picked up a performance magazine here in Thailand and there is a 10 second Evo running a 2.5L four cylinder turbocharged DIESEL... BTW, for that tach thing... Recall this is not spark ignition, so a 'spark' signal isn't used for anything. The hall effect sensor (EGR Sensor) can be reworked to give a signal to the tach, but so can three magnets glued into holes on the flywheel 120 degrees apart. Or an MPU sensing three 1/4-20 (or whatever) studs screwed into the flywheel. Run that MPU to the appropriate GM HEI module, and take the signal right off the "TACH" terminal directly. Pretty bulletproof...and you can use it to activate your EGR as well.

The reason most auto parts places price the Turbo/Auto pump cheaper than the 'standard' is because the KA24 still used it! It's a current production part. The rotor length dictates physical flow capability. The relief valve spring pressure dictates pressure delivered as long as the pump capacity can exceed the leakdown from the bearings in the engine.

Get a machine shop familiar with something more than domestic crap. That is Chevy stuff they are talking, not Nissan! That block/cap combination holds over 1000hp AS IS...you plan on making more than that?

It's on his webpage---at least the bushing diagrams are... you got to read and look closely. There is a lot of photographic information on his site and even on broadband it takes a while to load completely.

I'm glad my ranting on camshaft lag are now starting to bear fruit. Well done! I can show you Turbocharged L-Engines with a power delivery curve almost identical to a 454 BB Chevy. To paraphrase the old lady from the BK Adverts: "Where's the Lag?" Parroting stuff from books written 30+ years ago is really kind of sad. When driven properly either an N/A or a Turbo gives instantaneous response---just the Turbocharged car gives you FAR more. And below their optimum thresholds, the torque given by a turbocharged engine will usually far outpace a significantly larger N/A engine. That is to say, and turbocharged engine driven below boost threshold while not being able to give, say 'full' boost, will likely give 2-5psi at almost any throttle opening when given WOT versus an incrementally larger N/A engine given WOT well below camshaft sweet spot... This miniscule amount of boost gives a large boost in Volumetric Efficiency over a comparable N/A engine. A 2.8@3psi with identical porting as a 3.1 at 2000rpms versus a 3.1 at 2000rpms. My bet is the 2.8 pulls harder, all things being equal.

what about the head? Have you looked at the available resources yet? Just Asking, it's at the top of the page, after all!