Cost-effective Storage. Openfiler is the first commercially viable Open Source NAS/SAN solution and it comes with a wealth of features and capabilities that address. This document identifies files used by Opera 10.0x and later release versions for Mac, UNIX, and Windows operating systems. It can be useful for those who like to. Search the DistroWatch database for distributions using a particular package. If you are looking for a distribution with the latest kernel, select "linux" from the. How to Build Chevy Big-Blocks: Intake Manifold Guide Includes in-depth instruction and photos. Also covers how to disassemble and rebuild any manual transmission. FOSS4G 2017 is the leading annual conference for free and open source geospatial software. It will include presentations related to GDAL/OGR, and some of the GDAL/OGR. Crate Engine - Part 1. The clich. Actually, there are three. The third is you can rely on car magazines to do small- block Chevy engine stories. It’s not because we aren’t creative enough to come up with something better. The real reason is that there are just so blasted many little- block engines roaming the earth we can’t ignore them. While some guys will always insist on building their own engine, for the rest Chevrolet Performance has done an outstanding job of offering a package that is affordable and can make decent power—with a little bit of help. Build Your Own Oracle Extended RAC Cluster on Oracle VM and Oracle Enterprise Linux by Jakub Wartak. How to create a cheap but fully. Easy 7-Zip is an easy-to-use version of 7-Zip. Easy 7-Zip was built based on 7-Zip 16.04. Easy 7-Zip keeps all features of 7-Zip and adds a few useful features that. In Part 1 of this 350/290 crate engine build we show how you can pump in an extra 44hp and nearly 60 lb-ft of torque into it before we install new heads. Professional Kohler Engine Rebuilding, Buildups and Modifications This website was last updated 2/2/17. Download the latest version of RealPlayer or RealTimes and get the latest features! Official Site. Mind you, this is not a race engine. Chevy builds those too and that LS- based 7. LSX4. 54. R is just one example of what’s going on in that arena. But for the street set, simple crate engines have become the quickest and easiest path to movin’ down the highway. But this is STREET RODDER, which means we can’t leave it stock. We have a moral obligation to tweak this crate engine to see if we can make it sing. And sing it does. Basic Crate. But before we get to the fun stuff, let’s quickly hit the specs for our Great Crate. This is what Chevrolet Performance calls the 3. The engine employs the classic two- piece rear main seal iron block with iron heads, 8: 1 compression ratio, a mild flat- tappet hydraulic camshaft, cast aluminum pistons, and a cast crank. This engine is one step above the basic replacement engine and is designed to run on 8. The iron heads are 7. These rotators help prevent exhaust valve seat erosion under hard use, but also add weight so they’re not the best idea for a performance engine. Chevy claims this is an 8. The pistons have four valve reliefs and (while we didn’t measure it) the dish specs at 1. This dish is a full round dish so there’s very little quench, which tends to diminish combustion efficiency slightly, but short of changing pistons (which defeats the main purpose of a crate engine) this is what we’ll work with. Testing, Part IBut enough conjecture, we’ll find the proof on the dyno so we trundled this small- block out to the Westech Performance Group where Steve Brule and his crew bolted our Great Crate up on the pump in short order had it fired and running. Here’s where we need to emphasize how important it is to break the cam in properly. We used AMSOIL’s new Break- In Oil that contains ZDDP additive to ensure that the flat- tappet lobes on the cam and lifters have what they need to make happy. Of course, the soft valvesprings in this engine help but this is still an important step. Plus, later we added a second new COMP cam so the heavy additive package was necessary to make sure we had the lube we needed. The break- in procedure included running the engine with a slight load from 2,0. This is important because the cam and lifter interface is splashed oiled with lube from the crank. We started testing with stock iron manifolds and the ZZ4 intake. That package without mufflers (all testing would be with open exhaust) made exactly what Chevy claimed at 2. We fell short of the advertised torque, with 3. Right away we kicked the iron manifolds to the curb and went with Westech’s dyno headers and the power jumped 3. If you look at the torque curve on the first graph, you’ll see that the headers added power everywhere. If you don’t do anything else to this engine–do that! The headers are an essential piece of the performance puzzle. You can’t make decent power without them. The primary pipe diameter is actually at 1- 3/4 inch where on the street we would recommend a 1- 5/8- inch primary pipe with long 3. This first bash was encouraging so we next swapped the intake for an Edelbrock Performer RPM. This is a great manifold that won’t reveal its true potential until we swap heads. Against the ZZ4 intake, the RPM manifold is very close in terms of power and the ZZ4 is less expensive. But you will see why we like this intake in later tests when we really start moving some air through this engine. The peak horsepower jumped to 3. Testing, Part IINow we were ready to tear into the engine. Up until now this had been an external bolt- on affair. But now we yanked the intake, harmonic balancer, and front cover then removed the old cam in favor of a COMP Cams Xtreme Energy 2. Cam fans may have already noticed that we didn’t really make that much of a change—the 2. XE cam. This was for a reason. Sure, we could have bolted in a much longer duration cam and perhaps pumped up the peak horsepower and called ourselves heroes. But long duration cams also move the torque peak to higher engine speeds that this engine package isn’t really designed to accommodate. Plus, we wanted a street- friendly idle quality. The COMP cam does add 9 degrees of exhaust duration, which helps the top- end power but perhaps most importantly, the XE cam also moves the lobe separation angle (LSA) tighter from 1. If you look at the accompanying second graph that illustrates the power difference from the cam swap, take notice of how the COMP cam added a full 3. The additional exhaust duration generally only benefits engine power above peak torque, but the combination of the additional exhaust duration with the increased overlap really improves the low- speed torque. As you continue to look at the curve for Test 4 (see page 5. By the time we get to 5,3. We anticipated that we might see this because we were still using the stock valvesprings, which included those ugly exhaust rotators. So we then yanked the valve covers and removed the stock springs in favor of a set of COMP Cams beehive springs and new retainers. Running the final test, the springs didn’t really improve the power all that much, but at least knew we had good control over the valves. Our final peak horsepower number jumped from the original 2. In fact, the real reason our peak horsepower gains didn’t improve as much as the torque is attributable to the limitations imposed by the stock heads. So you can imagine where our next course of action will likely be aimed. In the second installment of The Great Crate Project, those stock heads will vaporize in favor of a set of Edelbrock Performer RPM aluminum heads and you can bet that the power will jump up as well. But we’ll dangle the hook for those numbers and save them for the next story, so stay tuned. The recipe for easy street power is simple–take one 3. Chevy crate engine, add a cam, valvesprings, an intake, and headers and all of a sudden this mild- mannered street motor makes 3. Once the 3. 50/2. The big parts it needs to make noise include a balancer and flexplate, intake, carburetor, distributor, and a water pump. We’ll get into the accessory drive selection in a later story. As a tip- off, if you try to remove the valve covers, the gaskets are seriously glued on. We bent the covers getting them off and carefully hammered them back into shape. Instead of guideplates, Chevy uses guided rockers to keep the rockers in place over the valve stems. These engines also come with exhaust rotators that we will eventually dump in favor of better springs. We knew we would eventually change the cam, so we yanked the pan ahead of time so we could show you the crank and rod package. Note that this engine does come with four- bolt main caps in the center three. Those are powdered metal rods. There are zero pan baffles and no windage tray so 1 g turns are not recommended. No self- respecting small- block Chevy can be painted anything but Chevrolet Orange, so we prepped the engine with Eastwood PRE solvent and then hit it with Eastwood’s 2. K orange paint. Depress the bottom plunger and mix the paint and apply some really durable catalyzed paint. Always wear the correct mask like this De. Vilbiss from Eastwood since this 2. K paint is an epoxy that you don’t want to breathe. We got a pile of small parts from Summit, including a balancer and bolt, a fuel pump block- off plate, an oil filer adapter, dipstick, Autolite spark plugs, oil and filter, and new Fel- Pro valve cover gaskets to complete the engine and get it ready to fire. When considering a crate engine, it’s a good idea to add up all the extra parts it will need to be a complete engine. The little stuff adds up quickly. We filled the engine with AMSOIL’s new 3. W Break- In Oil and a new AMSOIL filter. We then used a pressure luber adapter driven by a 1/2- inch drill motor. With the valve covers off, we ran the pump for roughly five minutes before oil reached all 1. We finished the prep on the engine by bolting on the Chevrolet Performance ZZ4 intake manifold and a set of cast- iron exhaust manifolds. With the engine on the dyno and the stock cam properly broken in, we had problems with our previously owned 6. Holley so we decided to use a larger 7. Holley because that’s all we had. The larger cfm really won’t affect our power numbers and this was a known carburetor. In this exact configuration the engine made exactly what Chevy claims with 2. They claim 3. 26 for torque but the best we could twist was 3. The next step was to add headers, which really helped the power, adding as much as 3. Then we added the Edelbrock Performer RPM intake and the power jumped only slightly. This shows that with a stock cam the ZZ4 manifold is pretty good. But we knew the Edelbrock would be worth more once we added a cam. The COMP Cams XE- 2. Since the engine was brand new, we reused the Chevy timing chain and gear and bolted everything back together. We did not degree the cam, but it will be within a degree or so of its intended position. We decided to try the COMP cam first with the stock springs and rockers but we threw away those factory adjuster nuts because they rarely hold up under multiple installations. Instead, we substituted these ARP poly locks. Also note how the pushrods are centered in the holes in the head. This is important, as we later discovered. The new cam improved the power, but we thought better springs would also deliver some power, especially with 1. We measured the installed height and had to use 0. This is the new COMP 2. This new spring requires matching retainers that are needed for the beehive configuration.
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