Rogered 1900K engine

The Oily Bits S1 Specific Topics
41

So it boils down to the heads which you have already claimed will all fail and even from the factory will have failed within a few '000 miles. pah! As we have already discussed Judd used the FAI gasket at around the same time as I did and stopped using it about the same time. Are they on your idiot list?

In most cases these are customer supplied heads… which according to you will have already failed before I got my hands on them. Mostly they use existing guides which even ex-factory are beyond tolerance. The customers always have the option of replacing the guides but arent always prepared to stump up the cash.

The broken guide is on a head you prepared, since you used a hammer and a drift to drift back the guides I have had several guides with undetectable cracks that have subsequently failed.

Ah yes, the forged pistons that were so bad that you…

a) Tried to flog them to some unsuspecting person in Hong Kong as ‘new’ after spinning some yarn about ‘polishing’ them (to remove the marks on them and try to make them look new). You are full of it. Full details on Seloc, including photos of ‘new’ pistons.

b) got rumbled and decided not to try that again

Who said anything about cross drilling at 90 degrees to the xisting cross drilling? are you mad? If you read my post I said that the modifications would depend on what was already there…

Even with transfer grooves in upper and lower shells you will see fluctuations in delivered pressure at the crankpin if you have a single main bearing drilling as it moves diametrically away from the supply holes. Cross drilling will ensure that at least one supply hole is kept close to the delivered supply at all crank positions. This is relevant for whatever the internal drillings might be. With a single transfer groove cross drilling is essential or the supply is cut off for 50% of the rotation.

Dave

42

The customers always have the option of replacing the guides but arent always prepared to stump up the cash.

And here lies the cold hard truth and many a reason for a failure. I myself have suffered at my unwillingness to spend the extra that Dave recommended when he ported my first VHPD head. I didn’t bother replacing the guides (against Dave’s advice) and after a couple of thousand miles the head was removed to address poor compression and the already worn guide’s wear rate had accelerated after porting and the valves were quickly wearing the valve seats.

Fortunately the guides were replaced in time and no damage was done. However, if I hadn’t have removed the head for a different reason the wear would have continued.

Dave knew this would happen but I chose to ignore him and it could have cost me far more than the 120 GBP for the colisbro guides.

Here’s a post I put up on a SELOC thread (SELOC Forums) that Simon has failed to respond to (along with many other points I made on there):

Quote from King_K:

Without question, the idea of just removing the head for some work and putting it down on an engine that does not get removed from the car let alone have the appropriate work done, is I think dumb to the point of… asking for




Here’s the real point - this is what YOU think.

That vast majority of people wishing to tune their engine either don’t want to go to the expense or simply can’t afford to.

Therefore putting a modified head onto a standard bottom end and getting some reasonable gains is the cold hard reality of the world - NOT the dreamland where you live where everyone pays to have their engine removed, and virtually completely binned for different components that are up to the job. And then pay for someone to refit it.

45

Oh and I will give Mark the four pistons damaged in the post to the brat Hubert as well as the pistons covered in carbon from Mark’s engine to show you that they are two seperate sets.

LOL - some sort of CSI investigation to “prove” its the same carbon in marks engine as on the pistions.

Do you ever read the posts you make?

You have so much in common with Joe MacCarthy its a bit scary.

46

Oh and I will give Mark the four pistons damaged in the post to the brat Hubert as well as the pistons covered in carbon from Mark’s engine to show you that they are two seperate sets.

you should apologise for that contemptable comment.

You ask someone for an apology for a ‘contemptable comment’ on the same post you call someone a ‘brat’ on a public forum? You really are a piece of work Simon.

47

since you took his 4000 mile head and gave him one on exchange

DVA is more than happy to work on a customer supplied head on a non exchange basis. However, unless you’re in la-la land (yes, you Simon) this would have meant Mark would be off the road for longer, which I bet 20p he wouldn’t have wanted.

49

“he has now 4000 miles + on the most basic K I would ever consider building”

HUH?

  1. Only 4000 miles? It’s been years! How can you call it totally reliable. That’s a month of my usage.

  2. The most basic K you’d consider building? But it was about 8.5K wasn’t it? What happened to the cheap engines you were on about?

50

he has now 4000 miles + on the most basic K I would ever consider building, he loves it and Dave Walker has told Mark that it is by far and away the best hydraulic cam engine he has ever seen.

The best hydraulic cam engine he has ever seen?

Best get on the phone and get Dave to give you a statement to match that claim.

So were is the curve then so we can see for ourselves - or yet again are you ducking out of actually producing the figures? This is a grown up audience now and a peak figure and a mis quote from DW is not going to impress anybody.

After all you are the guy how thinks Uldis has an build with “not far behind butts” so sadly its down to actual results not your usual BS.

52

Simon,

As I have said before many times on each of the many threads where you have regurgitated this old garbage, lets see the parts and then I will be able to have them independently looked at to verify what exactly is wrong with any of them. I have requested their return many times but you have ignored those requests. Until I see them and have them checked I have no comment to make.

Mark’s head he traded in was not without it’s problems, but that is another issue I will discuss with him if the need arises. The head he had from was from a 7000 mile Caterham which was running happily, he was very happy to accept an exchange head in the circumstances.

The rods were machined at a local machine shop, if there is a problem with the small end machining then I want to see it, without seeing the problems there is no way that I can go back to the engineers and remonstrate with them.

FWIW I have had half a dozen sets machined there, so far only one set has given any problem, but since I have yet to see them I no longer use that machine shop as a precaution and will not do so until I have shown them the rods.

You have had ample opportunity to return these items for independent verification but have declined to do so. Preferring instead to wave them around like some demented schoolboy.

This whole business has been played out many times already on this BBS and has resulted in humiliating climbdowns by you.

Exactly what you are trying to achieve by regurgitating it all is beyond me.

I would expect you to deny trying to palm off secondhand pistons as new, and as we will never see those pistons again nobody can say with any degree of certainty, if you have not then I apologise.

But you just have to look at the photos to see that it looks exactly as if someone has attempted to polish out marks on the thrust face of the pistons. I still do not understand why you needed to polish the pistons before they went to HK, please explain…

When I have had the opportunity to see and check the parts for myself, then I will contact the originators for comment.

The ‘cheap indian liners’ are made by AE and are now being supplied by several Rover dealerships as replacements while the Goetze liners are in short supply. Scholar have used them happily many times and are happy to recommend them, They have also supplied them direct to several local Rover dealers.

I stopped using AE liners in August last year and will not use them again until I receive the ones back from Mark’s engine when they can be independently tested and returned to AE for comment/analysis. All of the AE ones I have here have been professionally measured and found to be consistently as good as, if not better than the Goetze liners dimensionally. I cannot find a single one with any problem whatsoever.

In the meantime, Marks engine is not the most powerful hydraulic engine Dave Walker has ever seen, Shaun Elwell’s is.

BTW Mark paid a lot less than 3 1/2 grand Simon. Where you got that figure from I dont know but it is incorrect.

Now as requested a year ago, let’s see the parts…

Dave

53

he has now 4000 miles + on the most basic K I would ever consider building, he loves it and Dave Walker has told Mark that it is by far and away the best hydraulic cam engine he has ever seen.

Dave Walker’s quote on the engine was more like “outstandingly average”, and a “smooth engine”.

The first time it went to Emerald it had 202bhp and 146lbft - that is far from the best seen.

When it returned with its new 3-2-1 flow manifold and properly fastend airbox after a botched build using NO loctite to secure the trumpet and airbox fixing (a terrible mistake for which Mark was extremely lucky not suffer a complete engine failure after injesting one of the nuts/bolts that were in a pile in the airbox), its peak power incrased to 220bhp and 155lbft, but all the gains were over 5000rpm, at 4000rpm it LOST 25lbft over the “outstandlingly average” first Emerald session.

Dave looks at the entire torque curve when describing an engine as the best he’s ever seen. He knows that the area under the torque curve is what’s most important, not some peak value that you can only brag about and not use effectveily without an ultra-close gearset.

It has record output for it’s spec , and just for the record it went back to Emerald because there was a wiring problem that was causing the ecu to run permanantly in startup mode - thats when the idle and throttle response were not what they should have been and when butts saw it, it also had a quieter exhaust.

Oh a quieter exhaust - you’re forgetting the entirely different manifold design then.

Let me make this clear, it did not have any tuning of the cam timing, the exhaust was to make it quieter, not to give loads of top end at the expense of midrange, and these were the only issues that took it back to Emerald . The extra

You were clutching at straws and wanted try a different manifold design in the hope that it made the engine better than “outstandingly average”.

horses came mostly from a new airbox I made and running in properly - the TiN rings take a long time to bed. This engine is now bettered with an engine with the same cam.

That’s like me saying I’ve just done 260bhp…if I did people would ask to see the curves.

I haven’t done 260bhp and wouldn’t claim such unless I have the curves to back up my clams…so lets see you back up your claims of bettering Mark’s engine.

However the engine is rock solid and totally reliable

Reliable for just 4000 miles, wow.


I repeat the dva effort , for wholly predictable reasons failed like so many of his efforts after just 750 miles. No amount of whinging and whining and twisting is going to change that dva!

Here’s something you wrote in 2004 onm this forum:

"Dear Mike Lane,

I’m not King K. It’s the engine that’s King. You completely misread the post. It was aimed at all those foolish people who think that the K is a casualty and those who are inclined to replace it with a Honda, Duratec or Audi nonsense. Dave Andrews is an excellent fellow and a very good friend and I am very glad that you have made his acquaintence."

And another from the same thread:

“To deal with the latter first, a 200bhp engine can be had with pipers 285 grind hydraulic cam. This requires an uprated single spring and is best used with steel spring caps, adjustable verniers are required and these are all available from Warren at Piper or Dave Andrews. The head will require flowing to a minimum of 100cfm @ 10in H2O. This will require a porting job for the basic K16 head, Dave Andrews is the man,”

It would seem that you hold DVA’s work in high regard to me…

54

Dave, I realise that I need to bring the parts from my engine back to you for examination and I promise I will do so. I accept that you have been waiting for some time now for me to do so.

However I think it is quite ridiculous to accuse Simon of trying to sell the subject parts to anyone else. Simon has always been completely open and honest with me and is clearly passionate about using parts of the highest quality and undoubted provenance so it would be completely out of character for him to act in the way you are suggesting.

I think it would be beneficial for all parties to restrict their postings to factual matters rather than making accusations for which there is no evidence.

55

Mark,

I hear what you say…

but… he did try to palm off some knackered cams to me as 1227s and in good order, they were in fact 834 profiles and completely shot, I believe these were from Uldis’s engine, so there is a track record.

His comment ‘that brat Hubert’, shows the disregard he has for everybody that doesnt chant his mantra and from my experience of what he says and does *behind the public facade’ I’d say it is a possibility.

I accept that the information I have is from a third party andI have already apologised for the comment, but I will be requesting the original photographs from their source for examination and comment from Omega to get an idea from them as to the likely origin of the marks on the thrust surfaces.

I will wait for the parts from you and then I can send them for analysis to their originators.

I think it would be beneficial for all parties to restrict their postings to factual matters rather than making accusations for which there is no evidence

Try telling that to Simon…

Dave

57

Mmm… interesting, just whose block and crank were cracked?

Dave

59

Polishing the thrust faces of the pistons doesnt stop detonation.

Those pistons could be from anywhere.

The source of the cams doesnt really matter, you tried to fob them off as something they werent. Furthermore you knew they werent.

Dave