H20's are bullet proof. I had a H20 in my fairlady for about 3 years, and i
drove it very hard. Taking it to 6K in every gear. I used my original 1500
head. The car was significanlty faster than all the 1600's around. I drove
it up to a classic race day in the hills (about 200kms away). I got a water
leak about half way back and lost the contents of my radiator. The engine
got red hot! Melted anything plastic that was touching the block (like my
oil pressure sender line). Was leaking lots of oil from between the head
and the block, had some serious warpage happening! Let it cool naturally,
topped it up with water/oil and off we drove.
Although I have since replaced the engine (ca18DE) it is now in a friends
car, still running strong as always, still whipping the 1600's Doesn't even
leak a drop of oil.
There is no point in modifing your r16 engine, just pick up a h20 (cheap as
chips), have a little head work done (valve springs and de-burred). Use
your distributor (with tacho drive), and carbies. If you want to go
overboard, get the conrods lightend/matched, flat top pistons (the h20
compression is rather low) and you'll have a lil' screamer.
James
At 10:35 PM 27/08/2002 +0200, you wrote:
>The only way to know is to try it and see if it works.
>
>Thomas
>
>Jimmy Claypool wrote:
>
> > Having worked in the forklift industry I can tell you that the H20
> engine is
> > going to be around for a while. It isn't only used in Nissan forklifts. It
> > is used in Komatsu, Clark and few off brands as well. The H20 and H25 are
> > like the crate motors of forklifts. When I needed a water pump for my
> 1600 4
> > years ago, I went to my local Clark dealer and $40 later i was a happy man.
> >
> > Just my .02
> > Jimmy
> > ----- Original Message -----
> > From: "O'Farrell, Fergus" <Ofarrell.Fergus@hitco.com>
> > To: <datsun-roadsters@autox.team.net>
> > Sent: Tuesday, August 27, 2002 10:54 AM
> > Subject: economics of stroker parts
> >
> > > Okay, stroker-heads, while the prospect of bi-coastal, virtual drag
> racing
> > > is mildly appealing, here's a few notes.
> > > Parts designed for low rpm and low stress applications may have serious
> > weak
> > > points that short term/high stress (spin VERY fast) and long term/normal
> > > stress (1000's of thermal cycles, and others) may illustrate. The
> reality
> > > of 'shaking force' of rotating parts and a fully weighted crank balancing
> > is
> > > one of many.
> > > That being said, lots have used various stroker configurations
> > successfully.
> > > I've heard of no reports of 'weird vibes' at XXXX rpm (although still
> > > waiting for Victor's famous 50,000 rpm test), or absolutely
> > shattered/burnt
> > > lower rod bearings at 12,000 miles.
> > > As far as the economics vs quality, if a manufacturer realizes that
> normal
> > > usage is wearing particular parts quicker than projected, they may spring
> > > for a large-number run of parts, which dramatically drives down the raw
> > > material price, spreads the tooling and set-up charges, making the price
> > > very low. Let's have 200 of us all call Les today and ask for pricing on
> > a
> > > one-piece fiberglass tilt front end.
> > > (just kidding, no phone campaigns) we all know the price would go down
> > > dramatically.
> > > In addition, the forklift component supplier may realize that if folks
> > > aren't pleasantly surprised at the low price of parts when they were
> > > unpleasantly surprised at the look and duration of their removed part,
> > > they'll junk that forklift and buy a (insert other name here). This
> leads
> > > to many years of lost revenue on other ancillary parts. So, they may
> > > discount particular parts, drastically, to the point that it seems
> > > ridiculous to the rest of us.
> > > Parkin' my soapbox now, Fergus O'Forklift
> > >
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> >
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>
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