In light of a recent Blown HG for one of our

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Feb 17, 2009 | 09:58 PM

#21

TRBOKEV

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Joined: Jun 2004

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From: Phillips Ranch 909!

Quote:

Originally Posted by dsddcd,Feb 17 2009, 02:06 PM

Be careful what you read, in fact most bolts are torque to yeild and going tighter may apply more force but the factigue restitance will go way down. I would highly recomend following the factory procedure and then retorquing after heat cycling for good measure.

Engineering 101, the greater the stresses the shorter the lift span

Stress/strain diagrams...

Scott I'm having highschool flash backs seeing them again.

(I went to a trade school with a major in materials science)

Feb 18, 2009 | 03:35 AM

#22

Revenge

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From: Annapolis MD

Quote:

Originally Posted by tony1,Feb 17 2009, 06:31 AM

The greddy manifold and very small turbo are very restrictive and cause a lot of exhaust reversion on the S2K because there is so much overlap in the cams. This exhaust reversion kills power causes detonation. The 'safe' power level on these cars has everything to do with the turbo kit (manifold and turbo specifically).

I'm not so sure about, I don't think this log manifold is much differnet than any other except for the smaller flang. I am making about the same power as most using other log style manifolds.

Feb 18, 2009 | 07:02 AM

#23

Ian300D

Joined: Dec 2008

Posts: 1,051

Likes: 43

From: Aurora, CO

Quote:

Originally Posted by dsddcd,Feb 17 2009, 02:06 PM

I think it had more to do with they found that the bolts were made out of inferior metal that would over time stretch and no longer hold. Replacing them with quality ARP studs ensured that it wouldn't do this. Sorry I was a little misleading on my first post.

Feb 18, 2009 | 07:09 AM

#24

TRBOKEV

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From: Phillips Ranch 909!

Quote:

Originally Posted by Revenge,Feb 18 2009, 04:35 AM

I'm not so sure about, I don't think this log manifold is much differnet than any other except for the smaller flang. I am making about the same power as most using other log style manifolds.

I have the Greddy kit (with a cracked log manifold) and I just got an Inline pro kit. There are HUGE differences between the two manifolds and its evident when looking at them both that Inlines will flow a hell of a lot better.

Feb 18, 2009 | 07:55 AM

#25

JoeyBalls

Thread Starter

Joined: Jan 2008

Posts: 9,570

Likes: 3

From: New Jersey

WTF, you got an inline kit too

Man I feel so left out

.............Did I mention after I get married by this time next year I too will be joining the ranks of 500RWP Inline PRO

Feb 18, 2009 | 09:03 AM

#26

ya@inlinepro

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Joined: Jul 2005

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From: Springfield, VA

There are many variables to blown headgaskets.

Tuning/Ignition timing.

Weather (causing boost spikes) which are tuned for.

Faulty installation.

Bad gas.

There are many more where its hard to pinpoint the problem.

Feb 18, 2009 | 09:18 AM

#27

TRBOKEV

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From: Phillips Ranch 909!

But....
How many people with thicker head gaskets have 30, 40, 50+K miles on it with no problems?

I really really really want one, but I want reliability also.

Feb 18, 2009 | 10:10 AM

#28

Revenge

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From: Annapolis MD

Quote:

Originally Posted by TRBOKEV,Feb 18 2009, 10:18 AM

But....
How many people with thicker head gaskets have 30, 40, 50+K miles on it with no problems?

I really really really want one, but I want reliability also.

I dont' think your gonna make tons more power maybe 30hp unless you use a 2-3mm HG. I am pretty sure I am going to move up to a HG soon, just this ecomony sucks. You are just going to give up spool time for top end which is not a bad thing. But with a HG you get a 400hp+ car. I think 400hp is a good place power wise, as Joey said 300 is fun and fast but I want to go OMFG fast. Good luck with your new build, I would love to see some shots along the way.