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DECK HEIGHT & SURFACE CORRECTION |
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| When the blocks surface is deformed which at times happens even with new blocks from factory it will need to be corrected. The surface is then milled and corrected within 0.1mm accuracy. With the horizontal face corrected with a perfectly flat surface the meting face is improved which also improves sealing characteristics for maintaining the right combustion gas pressure. |
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| ŁThe horizontal surface face of the block is measured precisely with a dial gauge for the optimum results. |
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| ŁWith the Milling machine making a perfectly flat
surface cut with the strictest tolerances possible we are extremely meticulous with the measurements, room temperature settings, setup process and even the speed and timeframe of how each and every block is processed. |
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DUMMY HEAD INSTALLATION |
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| Boring the block with the dummy head attached greatly enhances the machining results so that during the boring process the block is not deformed more than 0.01mm. This is another key factor in achieving the highest precision possible with each engine build. The block is assembled with a dummy head (of the same height as the stock head), head gasket and crank caps to replicate the same condition as an assembled engine. |
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| ŁThe crank caps are installed with the required torque settings. |
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| ŁThe Head Gasket and Dummy Head are fitted with the correct torque settings.B |
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| Boring with the dummy head helps improve the precision of each of the cylinder dimensions with minimal distortion. The results of boring the block with the dummy head attached are the best results for precision. |
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| ŁEach piston size is measured for finding the right size in which the cylinder should be bored at for the best piston to cylinder wall clearance.B |
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| ŁAll machining is also processed in a climate controlled room where the temperature is maintained at a set ideal temperature to minimize the metal expansion for precision cutting.B |
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| The small grooves made by the general honing is processed called the "cross hatch" style on the cylinder walls helps with holding oil on the cylinder wall surface for the best lubrication results for the pistons. The general rough surface finish of the cylinder walls will usually cause unwanted frictions. The Plateau honing with the Cross Hatch layout will help smooth the surface more whilst still holding oil in the walls and greatly reducing fiction which greatly enhances the engines life and durability. |
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| ŁThe plateau honing cross hatch can be seen on the cylinder walls surface. |
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PISTON TO CYLINDER WALL CLEARANCE INSPECTION |
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| The block is then left in the climate controlled room for a minimum of 24 hours to maintain a stable temperature at 20, this is the best temperature for checking and verifying piston clearance with tolerances kept within an acceptable range of }5Ę . |
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BLOCK BURR CHECK AND CLEANUP |
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| To maintain precision and the cylinder block is checked for any signs of imperfection from any unwanted burr and or debris that was caused during casting at the OEM manufacturer. This assures no unwanted matter will cause any harm during assembly and more importantly keeping the oil and waterlines completely clean to eliminate any troubles. |
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| Complete cleaning of the water & oil lines is meticulously done by hand manually with each and every block with every orifice and areas checked thoroughly, Then finished off with a high pressure hot wash in a specialized machine and finally completed with a high pressure ai clean in every line, gaps and orifices. This extensive 3 stage process is time consuming but an absolute must to completely eradicate any unwanted burr and foreign material from causing harm to the internals. |
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PISTONS, CONNECTING RODS WEIGHT MEASUREMENTS AND ADJUSTMENTS |
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| The Tomei products have already been checked and balanced when we packed them in the beginning. But we then re-check the weights again in various assembly stages when we assemble the short block. After the conrod and piston is assembled together we then again re-check the combined weights again to make sure that the weight difference is within 0.1g from each other conrod and piston assembly. This will yield the best response, added power, smoother operations and extending engine life and durability. |
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DYNAMIC BALANCING OF THE CRANKSHAFT |
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| The dynamic balancing of the crankshaft helps improve response, extra power gains, significally reduces unwanted vibrations which eases the stress on bearings to minimize rebuilds. The crankshaft is also checked for any signs of bends in the crank and for any other faults and if found it will be corrected during this process. Just another time intensive process that you will no longer have to worry about. |
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CRANKSHAFT & CONNECTING ROD BEARINGS |
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| Each bearing clearance is carefully checked for guaranteeing
that the right amount of oil film is maintained in the right areas for optimum lubrication of the crankshaft without causing any unwanted friction. The thrust direction is also checked
and this entire process is also performed in a climate controlled room with all parts and essential equipment maintained at a constant 20°C |
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| The Piston Ring is designed to provide the best sealing properties and clearance. These piston rings are designed as a perfect circle for the protection of the cylinder walls and for maximum sealing properties. This also aids with the best protection possible for the cylinder walls for extending the life of the engine. |
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VALVE GUIDE REPLACEMENT |
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| The cylinder head is heated up to 200C so that the stock valve guides can be removed. The cylinder heads that are made from aluminum alloy when heated expands more than the materials that the valve guides are made from thus making it easy to remove when heated. The TOMEI Valve guides are also inserted in the same way but the Valve Guides are frozen in liquid nitrogen to bring down the valve guides temperatures to -200C and with the 400C difference it is then made possible with the heated head to insert the new Valve guides into the Cylinder Head with ease and safely. If liquid nitrogen is not used then damage can be caused during the removal and re-installation of the valve guides as the gap will not be wide enough to fit the new valve guides into the head. This can also cause the deformation of the valve and create gaps which can lead to oil leaks. |
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VALVE SEAT RING INTERNAL DIAMETER ENLARGEMENT |
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The inner diameter of the valve seat ring is enlarged to accommodate for the oversized valves. There is much more involved than just simply enlarging the valve size and the ring seats. Much consideration in redesigning and experience is vital so not to risk weakening the structure and or hindering performance. It is also applies to the aerodynamics of the intake and exhausts ports with all angles and flow dynamics taken into consideration.
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Each valves seat width, position, taper angle and the surface condition is addressed to maximize the aerodynamics of the mouth from the port & valve to the combustion chamber and back to the exhaust port. Each seat is cut to suit each valves position, tapered angle with all surface angles arranged to optimize port flow to the valve and to the combustion chamber. By increasing the sealing properties of the valve to the valve seat then more accurate compression can be maintained from preventing any pressure from escaping through any gaps. This process is extremely time consuming to find the optimum design and setup to suit each engine with each engines design characteristics and to suit the engines purpose.
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OPTIMIZING THE COMBUSTION CHAMBER |
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| The valve seat rings surrounding area may have some imperfections which also affects the combustion chambers volume as it was designed from factory. So by targeting this area the flow can be optimized which will also reduce any signs of flow disruptions. The multivalve engine designs which tend to have a limited area and the combustion chamber walls can cause resistance and limitations. A vital process is to deburr any casting imperfections on the port area just above the seat ring. These factory casting imperfections hinders the air flow to the combustion chamber which restricts performance. Smoothing this area is an absolute must and extra care and attention is taken into account for the airflow and dynamics of this area. |
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Correcting the valve sheet rings helps optimize the combustion chamber shape and makes the flow characteristics much better on the Intake and Exhaust side.
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VALVE SPRING SET ADJUSTMENTS |
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| The valve springs will need to be upgraded to help keep a good balance for low and high engine speeds. The added weight reduction will help the valve train assembly. The key points are the set load properties of the valve spring and also the weight reduction. Checking the valve length extension to measure the valve sheet cut, and then setting the valve length through the set of valve spring sheet adjustments. This process will show the valve springs design efficiency which also means that the load is then set. |
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VALVE FRICTION ADJUSTMENTS |
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| Lapping compound is then used to lap the valve and seat ring to check for correct sealing and contact areas of the valve to the seat ring. The right contact area amount is then identified and the correct adjustments can then be made to optimize seal and prevent any gas leaks. If the contact area is too large then there is a risk of collecting grit and grime or developing a buildup of carbon which can damage both the valve and seat ring and loose performance. If the contact area i too narrow then the force loads on the seat ring is too high and the valve will not be able to cool down efficiently as the heat cannot dissipate to the cylinder head effectively. Lapping must be done with care and with detailed attention so as not to damage the prepared seat ring and valve surface. |
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HEAD SURFACE CORRECTION |
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| The head is checked for any signs of deformation and then corrected with the mill cutter to make the appropriate corrections. This will increase the heads plane to improve sealing characteristics with a secure flat face to met well to the cylinder block. Having corrected the face of the head will help increase compression and give more power. |
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COMBUSTION CHAMBER CAPACITY ADJUSTMENTS |
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| Larger valve seat rings are fitted and adjusted, the valve seats are then cut and finally the combustion chambers are carefully calculated and adjusted to suit the target displacement on each cylinder. The GENESIS Engines have their cylinder compression chamber ratios all adjusted to suit the target volume. Meticulous attention to detail and precision adjustments of 0.1-0.9cc is normal in our standards to attain the optimum smooth. |
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| These Head Studs are designed to enhance the Cylinder Head and Gasket sealing effectiveness with maintaining the correct torque settings. This will maintain the maximum sealing properties of the Cylinder Head and Block together. The added benefits include more power from stable compression, keeps the cylinder distortion and warping to a minimum, reinforced block rigidity and increased durability. |
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| All GENESIS engines are running the High Spec Solid Conversion Type Camshafts. The standard engines run the Lash Adjuster type (Hydraulic Lifters) and will not allow you to run high lift performance Camshafts. The Valve Train was upgrade to the Solid Type setup so that more precision adjustments can be made with the use of Shims to increase reliability and specifically designed for high power and for high engine speed performance use. This setup allows for even tighter clearances to be made possible on the valves and valve train for more precise setups. Test shims are used to find the correct and tightest clearances for a more accurate shim size selection to be made possible. |
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Our precision assemblies are well known throughout the years and have been our trademark. Our high standard of work has proven records on the street, track and events to deliver results when needed most. Our stringent levels of operations management in materials and processes reflect on our products performance throughout the years. |
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