On Mon, 16 Jun 2003, Alistair Bell wrote:

> I kept the diesel tranny in my conversion, at the time it was to keep costs
> down. Never did get around to swapping in a different trans or replacing R&P
> gears. I can cruise at 65-70, I have wound her out to 85 (pegged speedo) and
> I have put 115K miles on the engine in that configuration.

I retract my comments about using a diesel tranny, then. :)  Frank's
article is pretty convincing, too.

> Have had no engine problems all these years apart from a leaky cam shaft
> seal (replaced), leaky valve cover gasket (one mounting bolt had backed out)
> and a leaky oil pan seal (replaced)

Those valve cover gaskets are a real pain.  I've had repeated problems
with mine because my valve cover is warped.  I should probably give up on
trying to straighten it and get a good used one from somewhere.

> Gas mileage remains good, I have kept records all these years (9 years now)
> and I go from a low of 25 mpg in the winter to a high of 31 in summer.
> (imperial gallons).

That figures out to 21-26 mpg in U.S. gallons.  Pretty impressive!

> But I get NO 3000 rpm to 4000 rpm resonances or vibrations with this set up.
> Funny thing is that the resonance peak that I do have is at 1200 rpm! The
> addition of the resonator should help.

Are you running the intake snorkel in the left D pillar?  After my
experiences with my diesel, I'm suspicious that a lot of 3k-4k I4
resonance problems are caused by a lack of intake muffling.

David Brodbeck, N8SRE
'82 Diesel Westfalia
'94 Honda Civic Si