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 cam gear, more is added by the intake cam, and a...

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 timing issues ever.

I would seal it up with hondabond or the right stuff.

Put some grease on a detail file and knock down any high spots. Then wipe clean to make sure you get all the grease.

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.

I like using 1” wide aluminum strips for making brackets. If you don’t weld, just cut it to length, drill holes, and bend it to fit.

A solid clutch disk and lightweight flywheel will usually cause a strange sound on decel as well.

The aluminum bearings will start to delaminate around 125hp per cylinder. Right around 15-25* after vertical they’ll start losing pieces of bearing.

I’ve used clevite for many 6g72 builds. They’re always in spec.

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.

Look back through the interwebs and look for failed 4g rods. They’re all bent or broken in compression. They never pull the caps off.

They appear to be the same rods, with upgraded bolts. The weight is the same with both. If that’s so, theyre a waste of money for our application.

Not a 4g63 crank, it has a flat on the snout to drive the oil pump.

There is no thrust bearing on the shaft. That’s the only thing that takes an axial load. A stub shaft is just as likely to move axially as a whole shaft.We ran stub shafts in 1300+ hp builds with a fuel pump driven off the timing belt. Zero pump issues.