NitroX5

Sure, I was in the same boat
Here it is: Elring AFD 2018 (Same pink anaerobic stuff)
or Victor Reinz 703141410 (blue anaerobic stuff)

Nono, its not performance related.. It has to be caused by frozen coolant :S

It was a 2.0 V70R junkyard block, what I fully rebuilt. Rebored to 83mm, shimmed, ported headt, etc...
I have never seen this before so I wasn't prepared to check the block side for cracks :S
I didn't notice that 1.5cm crack on the block, also when I torqued the head there was a loud snap sound. Later it tuned out that was the moment when the harline crack expanded.
After the hard work on that engine and 20 hours of installation on that day, everything ready to go... it was a pain to see coolant coming out on the bottom. Tried to weld it wihout success.

Happened with me too  

You have the same kind of wear as I had. On thrust plate back side, not suprising.
So, as I mentioned before it couldn't caused by the BOV.

You should buy at least the upgraded Thrust plate system (http://www.4gtuner.com/topic/19534-epic-turbo-thrust-damage/)
I doubt that only the weak thrust plate caused the problem, but could be.

As far as I know, BOV related problem is only appears on the thrust bearing compressor side. If you have this kind of wear, then that should BOV fault. (there is an explanaiton if needed)

Mine was badly worn on the back side. Almost 1mm slivered out by the washer.
I'm assuming some scenarios what could caused back side worn in my case:

• excessive backpressure in exhaust (3" race cat, revised stock muffler with 2.5" pipes inside directed in a much smoother "S" form)
• running 22psi in this exhaust system
• mismatched wheels by 20G hybrid, in operation the bigger cold side always pulls the little turbine wheel

This is Hussein's worn thrust plate
"front" side/ Compressor side

(mine has zero wear at here!! however I always had slight "compressor surge - flutter dump" - for a year, then massive flutter when new BOV installed with improper spring - two weeks only)

Edit: I saw you have a RN head...but my theory may still standing

Surely you have enough oil press...it must be just a crap sender.
When I had low oil press because of the pump gasket fail, the fist thing I really notice it has a diesel sound in every rpm. (low oil in hydros) The light didn't come up.
So I really shut out that you have 0.5Bar oil press and nice sounding engine!

My rods have them, and because of this I pinned the bearings to utilize grooves. However it not helps if you got oil problems, or rod bending etc...

Exactly... but you don't need to throw them out. Machine shop can rebore it again to the stock dimensions. Costs me ~30$

In my case -rod bearing failure- the problem was I switched the Rod cap position 180°. It was clearly my mistake:(. The rods was unmarked and accidently mismatched them. You can't notice after that, they were even round, but in reality not, a few 0.001 difference and one is gone.

Don't you worrie about the dust get inside the engine while you assemble it on your yard? Scary

Ok, I did't see this is about the new block .

BTW It's just very annoying me that a carefully used/tuned LPT engine died without any major reason. Am I right? I'm use almost the same config and very sad to hear another engine is dead.

Got the new block apart and found it had the older, heavier crank. Based on the speculation I've heard from others I guess I'm happy. To offset the weight I'm going to get ~7lbs shaved off my flywheel.

so 2005 engine with older (N) crank by stock? ..but has it the revised 147 rod /smaller skirt piston combo? This would be very strange.

Just for curiosity... any liner damage or deformation at the slots?

ME7 coils are all the same as I saw.

Quote from Karl Buchka (he is running VEMS)
"Coils are OE Volvo from an S80 T6. They have built-in power stages and are suspected to be internally identical to the Bosch Motorsport Single Fire PT coils, data-sheet here:http://www.vems.hu/files/MembersPage/KarlBuchka/Single_PT.zip "

According to this, the safer dwell time is 1.9ms at 14V ---> 2.4ms is around the edge. Volvo use BIP373 built in power stage, this is why the sheet should be suitable.

More dwell time increase load on coils (charging time), just to make it clear to everyone. So shorten the time is safer. 3ms is too much IMO.

+1, problem is the dwell time.
I run them 2.0-2.1 ms, this value floating around these coils when we speak about EMS.
Would be great if you coluld ask the M4.4 COP developer, what did he implement.

I don't know what impedance injectors you going to use, but I experienced that with high rez. siemens decas were running better on the "Transient Suppression Diode" setup...

With the flyboard they can't open fast enough to maintain smooth IDLE and perfect AFR(couldn't decrease inj open time), it was always richer whatever I did on the setup. Then switched to TS diode and everything goes much better. FYI

Thank you, I have read those threads already, but was still confused. I plan to do something similar on mine too.

... filling of upper cylinder slots....

Hmm, could you please explain this a little bit more?