A bolt is used for clamping. Locating parts is usually done with dowels. They combined the two.Think of a clutch pressure plate. All the bolts do is clamp it down. The solid dowel pins locate the pressure plate to the flywheel.
The problem is that the Dsm bracket is made to be aligned by the bolts, they double as dowels.Look at a 3000gt bracket. It has 2 dowels to align it, and uses regular bolts.
That’s a bad tensioner or improper setup. With the car running only the oil pump gear sees tension from the valve train. The tensioner just takes up slack as the crank gear throws slack belt at the exhaust cam gear. Tension starts at the front...
It doesn’t stop the damper from moving, it just keeps it from completely bottoming out if it fails.You’re doing something wrong. We ran stock tensioners with kelford 294’s and kiggly race springs shimmed for over 140# of seat pressure. Zero...
Looks like they tightened the trans bolts with the water pipe tab flipped down, or a wire stuck between.It can be welded. I always bolt them to a junk block to weld them, or they warp.
Composite - head and block have to be flat.
MLS - head and block have to be flat and finished to an RA of at least 60 and some require even better surface finish.
Every box of Acl alumiglide bearings I’ve ever opened had metal shavings in them.They’ve also had qc issues with 6g72 bearings (sizing).
I use king in everything.
The exhaust stroke is hardest. Positive pressure air is blowing into the cylinder pushing the piston down in a turbo application. Even the exhaust stroke gets padded by exhaust back pressure.I maxed out a 800hp turbo with eagles.