Quote:
Originally Posted by ivath
There is other experienced engine builders that still use dilavar (993 turbo studs) with good results. Why don't they have the same experience as you? Very strange I think.
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Perhaps I'm misreading your statement.
Your statement leaves me wondering how you know they (the other builders) don't have the same experiences as I do. The engine I posted is one of many engines that I've disassembled that show the same instability.
Are you suggesting that this factory built engine with leaking heads and Dilavar studs is unique to my experience?
BTW: Everyone gets to choose the parts and building process they deem appropriate for their requirements.
Dilavar studs are the safe choice because builders can blame Porsche for any failure. "I chose Dilavar because it's what the factory does". I choose something different and offer that option to others.
Like many other engine builders, I choose the push the envelope when building these engines because I want to build something special. The factory never cross drilled production cranks and yet most would have to admit that the improved lubrication offered by cross drilling is beneficial. We cross drill every crank. This is not to suggest that builders who don't cross drill every crank are doing something wrong, I'm just suggesting that there may be ways to improve on the factory process.