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Unfortunately it’s a flaw in the design of the cylinder head on the 1*2 mate. You can improve the situation by fitting a restrictor in the cylinder head oilway though. We also modified the oil pumps to improve their pumping efficiency as well.
I’ve seen datalogs for a f4r producing a whopping 11psi hot oil pressure around the hairpin at Mallory........
The cause? Larger tolerances/clearances and an extremely shite vvt system that haemorrhages oil!
It’s due to the lack of counterbalance weights on the crank mate.
If it’s going to spin, the tags on the block/rods won’t stop it. The crank flexes due to the poor design.
Trust me mate, I’ve been around these engines now for quite some time, so I know their downfalls.
King bearings have larger tolerances iirc as they’re more race biased, so you’re better off with standard bearings. Also, that crank is one of the ones that will potentially spin a centre main. All luck of the draw though I’m afraid.
You’ve knocked the selector fork down for 5th gear 100%. Take the cover off and manually lift it up so the selector ring is level with the hub. DO NOT pull it any further otherwise you’ll be in a world of pain.
Yes mate, you can use the exhaust manifold on a 172 head if that’s what you’re wanting to do.
The 172 inlet manifold will most likely foul the turbo on a 225 manifold, so you’re better off getting a log manifold. Gives more scope for turbo choice as well with a log manifold.