XPT

Don't mean to hijack, there is a mob in QLD who sell on Ebay. They do a MLS head gasket for xflows, I was thinking of going this way for my turbo motor but at $380 they are expensive. Is this overkill or will a permaseal do the trick ?

I agree like I said earlier, if the block was decked too much the manifold would be sitting on the port faces, not on the valley. I'd be asking for some specs of the finished sizes from the company who sold it, or at least measure it against the stock iron intake.

Right, there you go I always thought otherwise for some reason. Either way E7/HO gear is crap and better off being melted down into something good.

Yep not legal, would be noisy as hell in the car especially on the highway. Also a fair chance of exhaust fumes inside the car, not good for anyone.

Helicoils are available from most tool suppliers and fastener suppliers. They come in a kit for each size and you get a half dozen or so inserts with it. Like the others say you must drill it square, it's not hard because the drill will follow the old hole, just don't push too hard. Helicoil kits come with the correct size drill for the tap in the kit, there's no brain work involved. Just make sure the tap is nice and square on the first half dozen or so threads and it should be fine the rest of the way in, it doesn't hurt to check it though. Use trefolex or rocol etc cutting compound. When you're done tapping wind in the insert. In the kit you will find the insert driver which drives the tang which goes at the bottom of the thread. Wind the insert in a thread or so below the surface as they can start unwinding if you leave the wire sticking out. Break off the drive tang when you're done as when you wind the bolt in you will damage the bottom of the insert by stretching it if left in. Break off the tang with the little punch provided and blow it out of the hole. The only time I wouldn't bother breaking it is if the thread insert is way deeper than the bolt will go. You can get different length inserts.

I think the Magna 4 cyl used Bosch 14mm top & bottom O-ring (same as Ford), whereas the 4G63 from the VR4 used 440cc Denso 11mm top & 16mm bottom O-ring similar type as RB26 GTR, 7MGTE Supra etc and are also low Impedance I believe.

Maserati Quattroporte

Mitsubishi used a Denso injector, whereas Ford used Bosch. They are a different physical size. If you used a custom fuel rail etc you can make anything fit. With so many cheap straight fit Bosch style injector upgrades available it's not worth it.

Google VSB14 has all the info for national standards on vehicle mods. The capacity isn't the issue it's the emissions

Love the sound of a Datto six

If changing cars isn't an option, maybe change your choice of powerplant

^^What he said and you may have to go a dedicated LPG setup to be able to run the Clevo. An alternative is an AU XR8 5 litre which would give similar performance and be easier to engineer with better economy.

If the block or heads weren't square the the gap on the inlet face would be tapered and if the block was too short in deck height it would be touching on the inlet faces not bottoming out on the valley. Anyway good luck with it, I hope you get it to fit somehow.

If you machined too much material off the deck wouldn't it bring the tops of the decks closer together? Therefore the manifold wouldn't sit all the way down as it would be touching on the inlet port faces and the gap would be on the valley face. Machining off the head faces would lower the port position but not alter the gap between faces on the heads and manifold. The only way I could see the OP's problem occurring is machining material off the inlet port faces of the heads or the manifold isn't the correct size.

Looks as though the base of the manifold would be pretty thin if you machined it to fit, just from looking at the pics. Could be wrong

If you can't take it back as Gerg says. Maybe centralise the manifold , measure the gap and get some ally flat bar as close as possible to the gap size to make spacers . If you have access to a mill then cut it out. If not hole saw, drill & die grind it out to the gasket. Or you can get it laser cut. Tidy up with die grinder to perfectly port match. That's how I would attempt it, others may have a better solution.

Just a question, why would you stroke an already very under square engine?

I built my own system for my Supra and the back muffler finished just before the end of back bumper. It was pretty annoying and had a bad resonance from 2-2.5k rpm. I fixed it with a tip to extend it just past the end of the bumper and it made a big difference and that's a turbo car with 2 straight through mufflers. I can't imagine how loud and nauseating it would be dumping at the diff with a big angry N/A v8 especially on the freeway ,not to mention the toxic fumes coming into the car. Unless it was a drag car I'd be going all the way to the back. Also are you running a fuel cell so you can have dual exhausts?

Or a 2JZ for that matter, even though it's a Massey Ferguson to both by comparison I should be able to drag it kicking and screaming into being a half decent thing.

For all of the crossflow experts in here. When I eventually rebuild my motor, it will be a 200 injected turbo. Everyone here goes into detail on porting mostly for N/A 250 xflows for obvious reasons. I have an unmarked XE carby head (from a 250) which I'll be using. My question is do I bother with porting and larger inlet valves or will that make it doughy off boost being a 200? Or should I just do a basic cleanup of the ports with standard sized valves? Also I planned on using something like a Dynotec "stage 2" cam (exact specs unsure) thinking that a mildish cam on a 250 would be a bit wilder on a 200. The car will be manual with pretty large turbo so off boost performance is important.

Only problem it's a 250 which I'm destroking to a 200. It will be something different anyway. Besides I get to put super pursuit 200 badges on !

Thanks mate, I will attempt to put all of that into practice. Mine is an unmarked XE carby head which I've read elsewhere is a decent head for turbocharging. I guess I will find out when I give it a go, thanks for the advice !

This is turning into a stroke-fest.

Say you took a Boss 302 , ripped the top end off and bolted it onto a 351W bottom end with the same CR and cam etc. It would not make 1 more HP than the 302?

Fair enough, I have only seen the leaded efi motor. Just assumed they would have O2 for unleaded, my mistake should have confirmed. Regardless of this they are very similar.