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240260280 last won the day on September 12

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  1. Nope. Even though the chain is quantized, the sprocket tooth change increases the amount of tension on one side of the chain therefore the amount of slack must also increase on the other side. It is a very small amount to measure and will be challenging unless done precisely and accurately. The crank and cam basically must be pinned to do the measurement. The fact they both rotate when moving the sprocket causes the inaccuracy of the measurement. The fact the sprocket has many teeth sharing the pulling makes it further more difficult for some to comprehend. The fact the chain has two parallel runs, also spreads the tension and causes torque. The fact the stretch of the chain may not be uniform is yet another variable. The fact the cam teeth may not all be worn the same amount also complicates things. And of course the group of valve springs loading and unloading the cam as it rotates makes for tension fluctuations as the cam is rotated to take up the slack. If you reduce the complexity to the fundamental, it is clear that moving the sprocket to remove the slack on one side causes more slack on the other. The challenge to measure it empirically requires addressing all of the items in the paragraph above.
  2. Move the sprocket 1 hole tooth on an extremely loose chain to get timing back (so there are now 41 teeth between the default dots rather than 42). Does that moved link now stay on the tight side or the loose side when the engine is running and the crank is at TDC?
  3. OK I give up... it seems we are talking about two different things.
  4. I like the time machine effect of getting into a period correct car. Too bad there are no AM radios any more in most regions. I guess buy a USB to AM transmitter and carry your radio station with you.
  5. Nope. The fact the chain is not constrained nor the cam constrained nor the crank constrained along with many teeth pulling as a team seems to be confusing you all.
  6. Exactly, it is hard to build pressure on the compression stroke when the exhaust overlaps and leaks your effort.
  7. Just think if you could stretch the chain so that only 10 links were between the cam sprocket and the crank sprocket rather than the ~42? You would have 32 extra links now on the slop side and it would be quite obvious. I am talking about tension to put sprocket back on when advancing the cam ON THE CAR. I have done it about 10 times and it "seems" like there is more tension. This is what @siteunseen described. It is relative and not real. I have also put sprockets on 4 times when rebuilding engines and it is no problem as the tensioner and guides are not in place. Of course the tension on the chain varies as the engine runs when the valve springs compress and unload but we never discussed this. Our discussion is on advancing the cam timing. When you hand crank at the snout with a 27mm socket, you can feel the variations due to the valve springs.
  8. What are the idle jets, main jet, main air corrector, and choke size? This works for a higher compression L24: 40DCOE151 (3) 30mm Choke Fuel Height: ~30mm down from top of body Idle Jet: 55F9 Enrichment Screws: 2.25 turns Emulsion Tube: F11 Air: 170 Main: 120
  9. OK so that explains the apparent M180 Engine Lineage. It was a tribute/replica-like borrowing. Now we know the complete story! Interesting the development went L6 >> L4 >> L6.
  10. You can see the evolution of the tensioner position on Nissan engines. Thanks to @Carl Beck here: http://zhome.com/History/LSeries/LSeriesR1.htm The inspection plate on the top seems like the tensioner was going to be placed behind it but it was later moved lower.
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