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
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