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  #16  
Old 26-11-2017, 10:48 PM
pmac pmac is offline
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Quote:
Originally Posted by SeanDezart View Post
Ooh no - too glitzy, I preferred the matt grey !
Wait till you see the dyno figures before you mate your final decision
The glitzy one will have show and go
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  #17  
Old 11-12-2017, 08:18 PM
pmac pmac is offline
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Quote:
Originally Posted by franky View Post
Itís going in a glitzy mans car 😁
If you knew the owner you might re think that quote.
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  #18  
Old 11-12-2017, 08:57 PM
pmac pmac is offline
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Today I did a "two for one " trip on the M1 and brought another block home along with the one in this thread..
I just want to divert a moment from the build to show anyone not familiar with the wide choice of pistons available two examples that are at opposing ends of the spectrum..
I am using an aftermarket replacement cast piston in this build. The other block has a special order JE slipper piston to be fitted.
There is a marked weight difference between them. Cast replacement 594G. JE slipper 297G
So On six pistons in an engine that add up to 1782g of extra rotating mass..
I may be able to get rod weight comparison too if anyone is interested.

The next step in the build now is to do a dummy build with one rod and piston to determine if they need licking down to size.
More pics and description as it happens.
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  #19  
Old 20-12-2017, 10:39 PM
pmac pmac is offline
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Dummy build done....and as predicted the pistons sit too proud for this build.
So they have been licked down to correct height.

More cleaning and thread tapping required before the final assembly starts.................
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  #20  
Old 21-12-2017, 02:01 AM
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Jimbo Jimbo is offline
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hi pmac, out of curiosity do the pistons sit high because you've had the block skimmed?
or are the pistons just too high anyway because they're aftermarket?
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  #21  
Old 21-12-2017, 01:53 PM
pmac pmac is offline
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Quote:
Originally Posted by Jimbo View Post
hi pmac, out of curiosity do the pistons sit high because you've had the block skimmed?
or are the pistons just too high anyway because they're aftermarket?
Both reasons you mentioned contribute.
Every engine we build is different. Most of them are non standard spec/component.
Putting an all stock Nissan engine back is easier but ultimately boring.
The components used ie piston, cam, headgasket are all factored in the calculation.
There is block to piston and valve to piston clearance to think about.
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  #22  
Old 30-12-2017, 07:08 PM
pmac pmac is offline
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Back to work after Christmas..........
Steve has made a start on the head.
Its a very "nice" P90.
As we are fitting aftermarket valves and springs the first job was a dummy build to check how much packing is required to get the correct installed spring height.
Good news....................two Nissan packers will do it without the need to get any custom ones made.
So its on with port matching and porting in general on the head.
Like several engines we have done this one has a newer style Mangoletsi inlet manifold so the head needs to be port matched to that using the template and dowels supplied.
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  #23  
Old 30-12-2017, 11:42 PM
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tel240z tel240z is offline
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Quote:
Originally Posted by pmac View Post
Today I did a "two for one " trip on the M1 and brought another block home along with the one in this thread..
I just want to divert a moment from the build to show anyone not familiar with the wide choice of pistons available two examples that are at opposing ends of the spectrum..
I am using an aftermarket replacement cast piston in this build. The other block has a special order JE slipper piston to be fitted.
There is a marked weight difference between them. Cast replacement 594G. JE slipper 297G
So On six pistons in an engine that add up to 1782g of extra rotating mass..
I may be able to get rod weight comparison too if anyone is interested.

The next step in the build now is to do a dummy build with one rod and piston to determine if they need licking down to size.
More pics and description as it happens.
Nice slipper pistons Pete, the black coating is it the break in coating or the tuff skirt variant ? would be interested a rod weight comparison but with what
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  #24  
Old 31-12-2017, 11:00 AM
pmac pmac is offline
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Quote:
Originally Posted by tel240z View Post
Nice slipper pistons Pete, the black coating is it the break in coating or the tuff skirt variant ? would be interested a rod weight comparison but with what
Tuff skirt variant I think. They are going on some custom Carillo rods so it will be stock rod vs Carillo.
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  #25  
Old 31-12-2017, 11:47 AM
franky franky is offline
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It’s be interesting to see Carrillo rods vs the max speed Racing ones, from an engineering point.
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  #26  
Old 02-01-2018, 06:43 PM
vipergts vipergts is offline
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Quote:
Originally Posted by pmac View Post
Back to work after Christmas..........
Steve has made a start on the head.
Its a very "nice" P90.
As we are fitting aftermarket valves and springs the first job was a dummy build to check how much packing is required to get the correct installed spring height.
Good news....................two Nissan packers will do it without the need to get any custom ones made.
So its on with port matching and porting in general on the head.
Like several engines we have done this one has a newer style Mangoletsi inlet manifold so the head needs to be port matched to that using the template and dowels supplied.
Yes Pete, the very same as I used. Johns Template is very useful. I ported and matched my inlet to head on my TR6 the other day, no template but I could work through the short
manifold
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  #27  
Old 07-01-2018, 04:23 PM
pmac pmac is offline
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Many tedious hours later and the inlet ports are almost finished.
The next job is to cc the head so Steve can calculate how much I need to get skimmed off it to reach the desired compression ratio..
The head and valves are now ready to be taken for final machining and checking and valve seat work.
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File Type: jpg DSCF6496.JPG (216.4 KB, 38 views)
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  #28  
Old 07-01-2018, 05:22 PM
franky franky is offline
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Quote:
Originally Posted by pmac View Post
Many tedious hours later and the inlet ports are almost finished.
The next job is to cc the head so Steve can calculate how much I need to get skimmed off it to reach the desired compression ratio..
The head and valves are now ready to be taken for final machining and checking and valve seat work.
How do you calculate how much to skim off the head with the varying combustion chamber shapes of heads and if its been skimmed before etc? given the more you take off the more it reduces CC volume with each pass.


Seems like that could be a head scratching thing. Or skim to about what you think then remeasure and go back if its not quite right?
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  #29  
Old 07-01-2018, 06:55 PM
pmac pmac is offline
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Quote:
Originally Posted by franky View Post
How do you calculate how much to skim off the head with the varying combustion chamber shapes of heads and if its been skimmed before etc? given the more you take off the more it reduces CC volume with each pass.


Seems like that could be a head scratching thing. Or skim to about what you think then remeasure and go back if its not quite right?
We just do our measurements and put it all in the L.series online calculator.

Then all you need to do is sprinkle a bit of Shamurai magic fairy dust on it
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  #30  
Old 07-01-2018, 07:13 PM
franky franky is offline
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If you were not going to do the above
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