You’ll have to wait… about 2 months!
(until my car is back on the road)
OK, but I was rather hoping somebody might have posted data up by now.
Hope all goes well Uldis, if it makes the power and hangs together it should be a stonker.
Bernard
“Done right the engine is bomb proof and more than a match for any other naturally asperated engine including any Honda or Toyota and will always be 30-40 kilos lighter.”
GFLOL ! Probably the single biggest line of bullsh1t i’ve ever read on any car forum ever invented ! And last time i looked my barely-tuned duratec was just 4kg heavier than a VHPD ??? As for the K20a, the ones ive driven occupy a completely higher echelon to all K cars ive tried (and owned).
Sorry but the 70’s are over.Times have moved on and people can now look forward to a better more reliable future.
ohh ohh…
Your spot on Jackel - that’s the reason why Simon has thrown his toys out the pram and left in a huff.
Apparently we should take everything he says as gospel and not question any of it.
You may have noticed (if you read the whole thread) there were VERY few questions about the technical side most of it was on his claims of “bombproof” “reliable” “better than everything else” etc etc
Phil
One of the bad boys
Simon
Would you play along please
i believe people here would like a direct comparison, so if you could assist.
Threoy only
I will drive my 30000 mile 118 bhp lotus elise up to yours
you will procure all the relevent parts and Charge on a bases of lets say �35 per hour, we will for the purpose of the exercise have Dave Walker, Dave Andrews and Steve at Vibration free are all at your beckon call and not in the slightess bit busy.
You in return will give me a firm time frame for the work to take place and Quote me for building a 200BHP 150Ft/Lbs
Supplied and fitted, i can drive there and drive away, with Figures for the finished article supplied by DW
This will include all Mapping, cold start, All components and Labour, do this if you can plus vat
i for one am very fond of the K-series Engine but am a little sceptical abou the real figures that are begin banded about…
i accept that you have obvisously done a lot of research into this at your own cost and in General it is very welcome
i think from a finanical point of view, this would be and Interesting exercise
No, it’s not like that Phil, and you know it.
Simon is right now busy with two initial engines to prove all his points. Mine being one of them.
Besides, he mentioned not being very fond of the net, this was AFAIK his first cyber-immersion. Now he’s got his hands full with it, many people emailed him, and besides as of next week he’s not going to be connected anymore.
He’s just a thinking enthusiast that has nothing to win or lose, and merely wants to prove a point.
And Fatbloke, if you want to him to help you, contact him directly.
What you are describing is exactly what 4 of us are doing, I guess me th only frequenter of this site. But fair enough, people know me here.
With a difference, his business is not cars, so you can’t drive your car to him and he’ll do the rest.
His point is for you to know how to do it yourself. But in this case he’ll build 4 engines. No more.
We will have by the end of Sept, power charts and results of this blueprinting.
I’m trying to make it to the (already paid for) Cadwell trackday on the 23rd Sept. 22nd is going to be mapping the engine at Emerald (from which I have a previous run to compare with)
But why are you so sceptical? many people here have 190 BHP, what’s so difficult believing that a properly built one will be more reliable?
Come on guys, we will see soon the results of the build.
I for one, didn’t know Simon before this article and because of all the thinking he’s put into it, because of the way he reasons and based on our phone conversations, decided to trust him and now he’s working on my engine.
Want to be a guinea pig yourself too? call him.
He’s not going to frequent the net very often. Now he’s really busy.
I have spoken to Simon and he is a nice bloke…
I think it is time to recognise his useful contribution to the whole engine debate.
Basically his article is quite good, and he has obviously spent a lot of his time trying to understand things. The main point is that a properly balanced engine will be a lot less self-destructive…
This applies to any engine, of course, and the point he was making was that for some reason some VHPD components, e.g. the crank, are not up to the usual high standards of mass motor manufacturers.
Long term members of this BBS have always recommended Dave Andrews at DVA and Dave Walker at Emerald, and I concur.
The only difference between simon’s way and what I had done to my K seems to be the approach to balancing the engine, and if technology has moved on, I welcome that!!
Pax
oi Fatbloke, get yerself on a diet and you don’t need 200 bhp anymore
Uldis - what spec are you going for in your engine? Will it be a standard VHPD fully blueprinted and balanced or are you going for big bhp?
Uldis,
Simon is right now busy with two initial engines to prove all his points. Mine being one of them.
Then what he has said before therefore holds no credibility as it has not been proven yet and blows all his comments into the water!
Engine balancing has always been discussed, DVA uses Vibration Free, the service was offered to me during my engine builds.
However, if i had seen the info that Simon had collected before i ventured into my upgrade there is no question i would have had it done.
My issue is that none of it is new, but its being called “Simons Way” in a way that he is the only one that knows anything about it, his wording on the start of this thread
“A 220 bhp 160 lbft engine weighing 30-40 kilos less than any other 4-cylinder engine is easy and if done properly is utterly bulletproof too. Easy and will run rings around any Honda or Toyota!!!”
was written in such a way as to provoke argument.
I suppose the next subject we could “argue” about is the merits of having your engine components cyrogenically frozen !
The work Steve at Vibration free does is really nothing new. He balanced my E-Type race engine for me quite a few years ago before he even started Vibration free. He balanced pretty much everything on it too, even the cams. The difference was noticable but it didn’t change the characteristics of the engine and it didn’t stop the bloody thing doing in big end bearings.
Simon needs to be careful because he is making out that he has some sort of miracle cure for the K series. His customers need to keep their eyes open and see the big picture and that includes lots of broken K-series. What he is saying may well be correct in theory but theory never works 100% in the real world. If the engineers could get it right on paper every time then F1 teams would’nt test engines to destruction over and over and over to develop them.
I wish Simon the best of luck, it’s great that someone is putting such effort into making the K work at reasonable cost. Keep the wild claims to a minimum though, they will come back and bite you.
I live ( in UK) just 1 mile from a company called Wilkinson Dynamic Balancing … they have a very high reputation for engine balancing and have been doing this type of thing for years … I had a few bottem ends balanced there …
What exact is the Vibration free method compared to what WDB have been doing ??
what spec are you going for in your engine? Will it be a standard VHPD fully blueprinted and balanced or are you going for big bhp?
Somewhere in between. DVA porting, basically a DVA head but the rest is just blueprinted. New rings of course, but stock pistons. Ah, and same Titan TB’s.
The rest just balanced.
Like many out there, this combination should give 210-220BHP but what I’m after is reliability. The thermostat on the other side might help as well on this.
And Phil, you know it’s not really that Simon invented something new, but you can’t deny that he compiled the best that was available out there and presented it to us well thought of and ready for us to see.
And also, he is a strong advocate of the K series, and like any football fan can tell you, it’s just natural when you like something to fire arguments provoking debate. (BTW Arsenal sucks! )
Ah, and now that you mention cryogenically freezing, I’ve done hat to my front disks and now they’re much better! (they don’t wear out as much)
No difference but Steve’s equipment apparently can balance to a better tolerance than most others, so he is being used as an example here.
Nope, can’t deny that, the info in the document IS very useful. ( i think i have said that before )
I also dont have a problem with sticking up for the K engine, but as Randy said, you have to be very careful making statements like that !!!
I agree with you about Arsenal Oh, and football in general
Are you going to have your engine components frozen as well ?
Are you going to have your engine components frozen as well ?
More like my b0ll0ck$ frozen!
My wife is not so fond on spending money on the car…
That would mean no cryogenic treatment for the time being, I’m trying to fit in Nitrons and a new, stronger clutch (as the AP racing one still spun)
More like my b0ll0ck$ frozen!
My wife is not so fond on spending money on the car…
well, to be honest which one is
Guys, I guess Simon’s been pretty busy and hasn’t been able to answer his emails, so can I ask a question here?
The one thing that confuses me most about this discussion is regarding the definition of reliability. When I think of reliability, I guess I think of longevity between rebuilds.
A completely boggo standard 118PS or 160PS VVC K-series, assuming that it doesn’t blow a head gasket, ought to last 200,000 miles.
By tuning the engine to beyond 160 bhp, how is engine durability affected?
Does balancing the engine as Simon describes mean that a 200 bhp K-series can have a road service life of 100,000miles - or 10,000miles?
What is the main limitation on engine life? The rev limit or power/torque? From discussions so far, it would seem that engine speed and F3 harmonics are the limiting factor - am I right?