And with Victor turning 52,000 rpm, we may have found the problem! ;-)
Jim Tyler wrote:
> Thanks for posting those Gordon. Haven't seen those in a LONG time.
> Note the first paragraph.. sustained revs over 6000. For that type use the
> U20 can use a little help. The stock U20 is still a VAST improvement over
> the stock R16.
>
> Jim
>
> Gordon Glasgow wrote:
> >
> > Somebody at Nissan thought the U20 still had an oiling problem. Check out
>the following scans I just
> > did of a Datsun Racing News bulletin detailing a change to the oil passages
>on the U20:
> > http://www.gordon-glasgow.org/Images/U20_Oil_Mod1.gif
> > http://www.gordon-glasgow.org/Images/U20_Oil_Mod2.gif
> > http://www.gordon-glasgow.org/Images/U20_Oil_Mod3.gif
> >
> > Sorry I didn't have time to do a nice clean job on this. I simply scanned
>the pages. The pictures
> > weren't much help, anyway, since all I was working from was a photocopy.
> >
> > Another thought on all the piston failures - did you guys make sure you put
>the rods in with the
> > little oil hole pointing towards the distributor side of the block? That
>oil hole lubricates and
> > cools the piston on that side. The other side gets plenty of splash
>lubrication. I noticed that the
> > hole in Victor's piston was on the distributor side.
> >
> > Jim Tyler wrote:
> >
> > > Don't lump the number 2 or 3 rod bearing failures from the r-16 (GP) into
>the
> > > U20.
> > > The U20 doesn't have any inherent cylinder faults like the 1600.
> > > Those of us who have built a lot of modified R16 engines, know about the
>2/3
> > > problem. It is inherent in the oiling system of both the 3 main, and
> > > 5 main R16 designs. With quite a bit of money and specific machine work
>it can
> > > be eliminated. Nissan eliminated it for us in the U20 design.
> >
> > --
> > Gordon Glasgow
> > http://www.gordon-glasgow.org
--
Gordon Glasgow
http://www.gordon-glasgow.org
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