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Old 05-02-2020, 13:33   #31
Steviej
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I had similar issues after changing to an EFR 8374, at 2.2 bar on my 2.3 stroker, we changed gaskets and studs to no avail, it was diagnosed as high cylinder pressures at low rpm due to the fast spool of the twin scroll turbo. Cured (so far so good) by using a Coopers type head gasket with separate inox fire rings.
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Old 05-02-2020, 14:15   #32
Lolo la Torche
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Thanks for your interesting feedback!

Is it possible to mesure cylindre pressure? I Will soon measure back ressure in the exhaust, but Inside the cylinders, it seems difficult to measure...Or is it the same test that we call compression test?

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Old 05-02-2020, 14:46   #33
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You would need to first calculate the dynamic compression ratio as opposed to the normally used static compression ratio calculation, as it is the boost pressure at low rpm along with long valve duration that fills the cylinder with more air/fuel to compress. You could use something like this possibly.
https://www.rbracing-rsr.com/comprAdvHD.htm
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Old 05-02-2020, 17:54   #34
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I'm surpized not to find many informations on the MLR about headlift on 4G63. Seems to ba a common Failure with high advances rates
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Old 05-02-2020, 19:16   #35
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Have a look at these, the first one is about the 4G63, the second explains the Cooper ring gasket, clever stuff

700lb-ft and 43PSI at 4,000RPM | 4G63 Head ... - youtube.com
m.youtube.com/watch?v=o3wGe2aU6SE


1000HP & 700lb/ft Of Torque | YB Cosworth King Julian Godfrey ...
m.youtube.com/watch?v=EivSsXxgiUg
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Old 05-02-2020, 19:35   #36
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Yes, already done

Thanks!
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Old 06-02-2020, 03:48   #37
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My money is on you running too much ignition advance with e85

how did you map the car? Rollers?
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Old 06-02-2020, 06:36   #38
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This is also what my mapper thinks.

We mapped it on a dyno with corrections after logging on road and track.
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Old 31-03-2020, 20:53   #39
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Well, for rebuilt and try to strength the motor. I had Map Perf head studs.

DO you advise to put some ARP L19 or Custom 625?

My head and bloc will be machined, so I can ask for machining oversized head studs (12mm? 12.7mm?)

Waht are your feebacks with these?

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Old 02-04-2020, 10:33   #40
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Nobody has headlift problems there? No one ever uses oversized head studs?
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Old 02-04-2020, 11:20   #41
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Headlift is pretty common amongst really big power cars and all kinds of things have been tried as a way of trying to prevent it, or at least delay its onset. And as far as I know, these measures include using larger/stronger head studs, but generally in conjunction with other measures such a wire ringing, fancy head gaskets or O rings, billet blocks and even completely radical ways of head to block fixing systems.
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Old 02-04-2020, 11:33   #42
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Thanks Phil!

I think I will try 625+ Custom Age studs with HKS 1.6mm gasket and less advance (max 14░ I think)

And off course a block and head machining planning
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Old 07-10-2020, 12:35   #43
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Just read this thread. I'm surprised no-one mentioned head and block deck surface finish.

I've seen quite a few blocks which have a far too rough surface finish, after being flycut etc.

These MLS gaskets need a better than 50Ra finish, preferably 30Ra to work properly. I've measured block decks (using a Mitutoyo profilometer) that have had 'head lift' and the surface has been 90Ra, ie 3 times out of limits.
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Old 07-10-2020, 13:22   #44
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How old is the OEM radiator?
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Old 25-10-2020, 15:42   #45
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Quote:
Originally Posted by Lolo la Torche View Post
Well, for rebuilt and try to strength the motor. I had Map Perf head studs.

DO you advise to put some ARP L19 or Custom 625?

My head and bloc will be machined, so I can ask for machining oversized head studs (12mm? 12.7mm?)

Waht are your feebacks with these?
I know I'm late to the party here but be wary with the washers of the CA625 head studs. Apparently they are on the small size so can dig into the head rather than spread the load.

Arlington Machine drill out a different washer I believe as a mod to cure this.
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