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NA yes. I quite like lower r/s ratios like 1.55-1.65 on higher rpm engines. You get a nice big fat depression over TDC, which with rpm really helps. Depends if the engine is designed with a long service life as I can only see increased side loadings being a mild issue. High r/s's are just...

738

The bearings wont squeel, things happen too fast and under too much pressure for a squeel....... Rev the engine up and let off, if it knocks on the overrun then you can start thinking its the big ends. If its lasted a few weeks without getting significantly louder then I wouldn't of thought...

Only if the deck height is the same or less than the stroke increase.

The stock R/S ratio isnt that bad stan, and i certainly wouldn't worry about the ratio after stroking. The benefit of the extra capacity will be well felt and with material science as good as it is today, even high rpm power will be good. High r/s ratios are over hyped and tend to loose out...

I think they use the same rods, but you will need to confirm that on the parts system.

The wrong oil, although cheap, isnt necessarily a bargain.

Dont worry about wet and dry, 80 grit cloth roll is all you need.

The dowels are crucial.

easiest thing would be to cover it, even if it means using the OEM plastic cover.

Not saying it cant be done lol, just pointing out a small detail that you'll have to deal with.

182 will have a different top oil baffle plate, the 172 has the carbon canister connection here whereas the 182 has it on the back of the inlet manifold. The 182 baffle plate does not retrofit to the 172.

Decibel readings are the most inconsistent things in the world due to baro conditions which greatly affect the readings. Infact at most track days you could legally confront the organisers (and even the council with some tracks having direct links to flyby noise levels), on the calibration...

The Carbon canister wont retrofit direct. Find a cup engine, they always seem to be fastest lol.

we've already designed it, but like i say, more complex...just because of the fitment of all the OEM equipment placement.

probably standing water.

oh right, old block. In that case, old pistons new rings and a rehone....but were only talking like 1-3 tenths of a thou max.

Thats FUBAR'd, rings are not the issue. A hone will not fix that and depending on the depth of the corrosion, even a set of oversize pistons might not fix it.

Yea, but i'll show you when you come down the manufacturing complexity required to get a manifold that has a decent plenum size and runner length whilst keeping port roof and floor lengths equal. Per unit its cheaper for us to get it made of carbon for small runs!

lots of material to come off the front and back.

That is done and dusted, however we are trying to find ways to manufacture it that wont cost the earth, its an incredibly complex design to manufacture 'traditionally'. I might be tempted to make one out of pure billet (about £300 worth of ally alone before any manufacture), check...

You've got a similar thing on the front of your car dave lol.

All three mating faces are matched on our manifolds.

Sorry, for some reason our email host keeps kicking away loads of hotmail and similar addresses. PM box is clear now. The cost will be very high, especially with shipping and the exchange rate being so stupid and the requirement for a core manifold purchase.

stans a good lad, should be fine.

you cant.

i would keep your original manifold and not worry about 5mm.

you not try the dry ice?

I think all are missing the point, function over form yes....but the stock breather plate has a pissy 6mm hole for the engine to breath through so the -10 fitting allows increased breather areas with the option to open up another window underneath the billet breather plate. The coilpack mounts...

All is normal. pressure differential across the pump, boiling point changes with cap off, and all effects system pressure hence the overflow when you shutdown.