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About Babalouie

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  • Birthday 05/02/1971

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    Near: Sydney, New South Wales, Australia
  1. http://japanesenostalgiccar.com/blog/2009/11/05/sema-2009-os-giken-tc24-b1-twin-cam-l-series-head/ OS Giken displayed a TC-24 head at SEMA last yr, and the word from OS Giken USA is: "If anyone is serious about acquiring one of the proposed new units, OS Japan is willing to manufacture them if enough people are ready to put down a deposit. The manufacturing chief mentioned that they need about 25 people lined up to get the ball rolling, and there are already several people ready to pull the trigger on it! At approximately $30-35K it’s definitely not for the meek. Regarding
  2. Yeah, this part became pretty clear with the wideband results. I was experimenting with 50, 55 and 60 idle jets, and you could clearly see the effects on part throttle AFRs, as high as 4000rpm on 1/2 throttle. I'm using 36mm chokes tho. Agree. But I think I've taken it as far as it can go with the jetting, and ended up with similar conclusions to yours. 60F9 on the idles has a little stumble but not a lot. Downside is very rich smelling running and lazy response. But a recent discovery is that what helps eradicate the stumbles even more, is ignition advance. As little as
  3. Thought I'dd add my recent experiences to this thread Here's my motor: L28 bored to 2950cc 11:1 flat tops N42 head with lots of big/nasty headwork 252 (@50 thou) degree cam/505 thou lift 40DCOEs For a long time, I ran 32mm chokes, and life was good I could pretty much just floor it at 2000rpm and the car would just...go. Then one day I got greedy, and fitted 36mm chokes. Went to the dyno with this setup: Choke 36 Mains 140 Airs 200 Idles 60F8 Tubes F11 Pump 45 Aux vent 3.5 Result was an aborted dyno run when it got really lean in the midra
  4. Speaking of wideband, I just bought one of these guys: http://www.wbo2.com/2j/default.htm AU$256 (which works out to US$235 I spose) plus postage. You can choose to buy the wideband with a display screen for real-time AFR, but if you want to use a laptop, the software that it uses is pretty simple. Just click one button to start recording AFRs before a run. It saves the result in a .txt file, which you can then cut and paste into MS Excel and have a chart against RPM. I haven't installed it yet though, but plan to use to to fine tune my triples
  5. Sorry to go off topic, but Alan, are there any significant differences between the Sport Option N42 block and the regular production edition?
  6. After a little hiatus...the engine is beig worked on again It's at my friend Nathan's workshop. I figured since the head was full of custom stuff, the bottom end might be too, and so I better let a pro take a look at it. The headline? It's a stock crank, so it's not a 3.1L stroker but only 2950cc. But there's some interesting stuff. As expected, it's very fresh, and hasn't done more than maybe a thousand kms. It's also not very standard, but in line with the rest of the car, it's a weird mix of hi-end work and some very shocking shortcuts and laziness. The piston
  7. $700 is a lot. I had a set of triples rebuilt for $450 (Australian dollars) and that included bead blasting the castings to make em look nice again. Before After
  8. Here's more updates from testing the completed head today:
  9. We have interesting new pictures! Here's the latest reports from Tony the builder: First the head is disassembled: ...where it is discovered that the valve seats are only 1/2mm (ie the valve seat only "seals" to the valve thru a thin contact patch 1/2mm wide). Tony said that was way too thin for longevity on the road, and is more evidence that this was a purpose built race head. The head is bead blasted to clean it up. Inpet ports are reshaped, you can see the valve guide boss has been trimmed down in size and made into a more streamlined shape. Also the surface fi
  10. My cam was machined much more than that I saw an article in a japanese mag of a 510 engine and the cam in that had the same amount machined off it. I've been meaning to ask someone japanese to read it to see if we can id the source of these cams.
  11. AFAIK, it's not-uncommon in Japan to sand off the engine and head numbers, to hide the fact that you have up-engined your car. The road-tax over there is capacity-based you see, so admitting to 2800cc would have made the registration more expensive. The block clearly has N42 and L28 markings on it, so I guess it might just have been the shop practice of the place that did the cylinder head to machine off the head casting id. The guy who's doing my head probably doesn't realise that there's a reason why ppl in Japan de-tag their engines and heads, so he's assumed that it's some sort of
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