I’ve finally got mine home. It was well packaged. So, the couple nicks it suffered must have happened sometime between the paint shop and packaging. This damage, however, will have no effect on this item’s function. My only worry is the internal paint finish. Externally, black is the best paint colour for heat dissipation. Ever wonder why motorcycle engines are often painted black? If this internal paint finish doesen’t erode, I’m fine with it. Even then, the paint isn’t metallic. Therefore, if anything, any eroding paint particles would probably serve as lubricant and the deposit into the pan. It’s quite large and heavy. For some reason, this may be necessary for the Subaru type engines it was designed for. They mount theirs on top of the block, instead of below. It must be pretty messy, performing filter changes on these.
Otherwise, the plate’s threads appear to be properly machined. Much better than those of the expensive plate that arrived months ago. The expensive plate’s threads didn’t look like they had been Japanese cut or even Western. I’m suspecting that those threads were cut somewhere on the other side of the Sea of Japan. Or perhaps, they were deliberately cut that way for sealing through hemp fibers, they way you buy water pipe at a hardware store where the external threads are roughed up for catching hemp fibers?
The Subaru plate’s o-ring was somewhat smaller in diameter than its appointed-to groove. I pulled on it a couple times and it now fits better. I last experienced falsely-dimensioned rubber, when I got my valve cover gasket
Both ports tapped into this sandwich plate are threaded to accomodate my stock pressure switch. I can now, therefore, order a guage’s pressure sensor and possibly a guage’s thermometer, if there is enough clearance from other peripheral bits. In which case, I’ll have to temporarilly set an assembled cylinder head onto my block, so that I can at least confirm clearance between this new item and the catylist.
I should have switched my camera to mandatory flash, for this following image. I can go back and take a clearer shot, upon request to do so
This item’s bulk provides for greater total oil capacity, as well as acting like an oil cooler of sorts, simply because of its mass. I might end up with a total of 2.6 litres, if I don’t have this sandwich plate trimmed down for clearance, up from a total of 2.3 litres with filter included.
Having measured this plate’s depth, using not the best of slide rules, I came up with 19 mm which can be sacrificed from both plate and holding pipe, resembling that plate which was no longer available. I regret not having ordered it for a fraction of what this one cost :
Curious to see how both plates would work, I sandwiched the expensive plate between the new one and block:
The new plate’s length appears condemning, if mounted together with the expensive’s unless I either have the new one trimmed or am forced to convert to extractors and remote catylist 
What if I had expendable material machined down:
Then there’s the question of if this second orifice could be used, if its distance from the ED’s or even an EF’s block would provide enough clearance from the manifold:
The expensive plate attached:
Reversing plate order. Uncut, the Subaru plate will definitely not work with standard exhaust:
If the Subaru plate is left uncut, there might be a possibility of using one or both of the expensive plate’s orifices, the Subaru plate then serving solely as an extension?:
