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GeorgeRud |
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Advanced Member ![]() ![]() ![]() ![]() Group: Members Posts: 3,725 Joined: 27-July 05 From: Chicagoland Member No.: 4,482 Region Association: Upper MidWest ![]() |
Ouch, just got a call from my mechanic that two of the head studs on one cylinder won't torque up on my 2.7 conversion. The engine had been previously rebuilt with time serts and dilivar studs, but it seems that a couple of these have pulled as well.
Can the case still be saved? I think it may be (IMG:style_emoticons/default/sheeplove.gif) ! |
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pcar916 |
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Is that a Lola? ![]() ![]() ![]() Group: Members Posts: 1,523 Joined: 2-June 05 From: Little Rock, AR Member No.: 4,188 Region Association: None ![]() ![]() |
Ouch, just got a call from my mechanic that two of the head studs on one cylinder won't torque up on my 2.7 conversion. The engine had been previously rebuilt with time serts and dilivar studs, but it seems that a couple of these have pulled as well. Can the case still be saved? I think it may be (IMG:style_emoticons/default/sheeplove.gif) ! Dilavar is the problem. Use steel or ARP/Raceware. If slightly larger TimeCerts can be used it would be ok and a competent machinist will be able to tell you that. At the same time though have the trueness of the case halves tested. Lots of time the mag has warped and the case halves have to be shaved true, and new crank and counterbalance shaft bearing journals cut... back to std. preferably as long as bearings are available. I've generally been able to build up 3L or 3.2L engines though for the same cost (or a bit more) as what it takes to rebuild a 2.7 properly. Then I have an engine that lasts a lot longer between rebuilds. The only thing I miss is the exhaust note of the 2.7L and smaller engines. There's just no duplicating it with larger displacements. Good luck! |
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