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
the thrust faces are not polished, the piston crowns are
nit going to dignify the rest of your post
So were are the curves?
the thrust faces are not polished, the piston crowns are
nit going to dignify the rest of your post
So were are the curves?
you will see them with all 19 other engines when I see fit, and not before
Well until “you see fit” stop posting rubbish that you are in no postion to or unwilling to back up with those inconvenient things called “facts”. you know I think I would actually rather wait for the vanity press to produce “the book”.
p.s. if you imagine you are in control of the results (“when I see fit” ROTFL) you best get some NDAs signed up - I have results in front of me and to be frank - they are laughable.
I will try and make this very simple so you can understand butts.
Mark took his almost new engine to dva, spent lots of money and got 185bhp which lasted 750 miles of running in and failed.I was asked to look at it as I am so often, and on the basis that the whole engine could be rebuilt properly, did that for Mark.
The engine was rebuilt, with chromoduro liners which take much longer to bed than cheap iron ones and went with a copy of the standard VHPD airbox and his raceline exhaust to Emerald . It got 202 and 146, the engine was no where near run in at that point and the rings had not sealed. Since then I get all my engines mapped with a running in map with Dave, and they then go away for proper bedding and come back for final remap and power run. That’s the way I do it, because it works.
In addition there was a wiring issue with that engine which threw the idle which was when butts drove the car, and Mark wanted a quieter exhaust to be able to run at Bedford, so a new back box was considered. I suggested Jim make a whole new system to suit the engine , Jim made a system which is beautiful, but was not and is not quite what I asked for, it however works well and Mark is happy with it. In addition I had done a lot of research and flowbench work to design and make a new airbox design, the engine had also done another 2000 miles, so the initial blowby was cured, the rings having bedded. It went back to Emerald and got the current record figures for a 80mm bore hydraulic cam. The remaining issue with the engine is that the fuel pump is not matched to the injectors, they need to run at a minimum of 6 bar, and a feature of their design running at the current 3.5 bar is that the fuel tends to wet the inlet tracts at low speed - this loses loads at low engine speeds. Hopefully this can be rectified at some point. This has already been done with other similar but cheaper engines and I will post these results with the 1.9Ls, the best 1.8Ls, the 2.0Ls, and the forced induction engines when I see fit. I really wish that these two engines hadn’t been bounced, but since they are, the truth should out rather than butts’s flem.
The install was not done by myself, and further Mark had a fabricator make an ally panel to close the bootbox. This involved removing the airbox and trumpets AFTER the initial Emerald session to do this work, I believe somehow the trumpets were not put back as they originally were and came loose. All the external bolts on the engine are secured with thread lock in my builds, and as with Jonny I cannot be everywhere to install - and fit bodywork panels…What I can do is to build engines properly, and that includes hardness testing every head before it is selected for use, just as any OE crank and block is crack tested.
Which is where Marks original engine went wrong, amonst other really basic failings.
Simon Erland, all I understand from your posts are your inability to debate in a civil fashion without resorting to basic insults and your rudeness, in a manner that is both arrogant and condecending.
I have never been rude to you without provoication and do my very best not to do so.
I feel honoured that you have deemed me worth of a reply - you have failed to three long posts I made iin response to you on SELOC - have you no naswers for those, because I am correct and it pains you to admit such?
What you say could well be true, but perhaps not.
How about proving your claims now since you like to make many many posts in support of yourself here and now.
Post up your curves and the thread can stop can’t it - then we can all use our time more valuably.
Read the facts/fax again Simon. He’s saying they’ve thought about doing it for 30 years but never found a way to make it comercially viable (given the cost, nor can you)
He’s also telling you politely to stop bothering him.
My Mini has a heavy metal inserted crank and that engine is about 15 years old.
Hope that helps.
Bri
Are we reading the same letter?
The letter I’m reading looks like a reply from someone who’s constantly being bugged by an obbsessive fanboy.
Simon,
Who gives a sh*t.
Steve talked to Steve Smith, not you.
Steve met Steve Smith indepedently.
He accepted Steve Smiths advice not yours.
I supplied the crank for those tests, does that make me responsible… no
HMI is a technique that has been used for years, Steve knew all about it before you came along.
So you were involved in the tests… big deal, so was I
Did you commission a crank … no
Steve Butts did.
Steve extends you the (undeserved) courtesy of calling you by your first name, stop being such an arrogant pr*ck and extend him the same courtesy.
Dave
huh? Steve Smith mentioned heavy metal inserting to me in about 2001 if memory serves… doubt that was anything to do with you Simon. Wasn’t an option for me as I was on a budget.
Regardless if anyone had done it on a K or not, the concept was around and if someone had asked Steve Smith to do it, it would have been done. You didn’t create anything, you’re not a genius, you’re not the messiah, but you are a very naughty boy.
Steve Smith asked me for a crank for a single piston test, quite when I dont remember and frankly it doesn’t matter a damn.
HMI has been around a long time, you didnt invent it.
butts would never have heard
I see you are still being an impossibly arrogant pr*ck.
Dave
but you are a very naughty boy.
definitely not taking sides, but Brian that’s a sublime comment…I reread the thread again just so i could chuckle for a second time. Makes me wonder if this is not all an internet hoax and they are all really best friends…
I read it all and still fail to see the problem.
Simon spoke with Steve S. and Robert from Powertrain.
Robert was not interested as they had considered it before and it just meant more expense (the letter doesn’t appear directed to a stalker or in the least fed up).
Steve agreed to make the tests.
Maybe around that time Steve came across a knackered crank from DVA or Steve B. and he set off to do the tests.
As they were completed he saw the opportunity to offer it to Steve B., make a profit and try it out.
It would all fit and everyone would be right, right?
Just off topic a bit but the cams simon offered to dave were stamped 1227,on my behalf he offered them to Dave,And I KNOW they were stamped 1227.I was ripped off not by Simon or Dave just well my fault Hay Hay things happen
Johnny,
The cam(s) I saw were stamped 834, or at least one of them was as I recollect. That’s why they/it were returned.
Which makes we wonder exactly who’s cams they were , if your head was prepared originally by me, it could not possibly have had 834 profiles.
I can’t exactly fathom what SE is going on about WRT Steve B’s crank… it’s all too bizarre…
Dave
Ok back to the heavy metal crank - here is what happened, time for some real facts now, Simon Erland:
As already mentioned heavy metalled cranks are not new, and they are not your idea. If you have a problem with Steve profiting from work that he undertakes then take it up with him.
Reference the fax - it looks like Rover thought of it before you too!
And, I have never tried to take credit for the idea of heavy metal cranks. All I have done is use the first one - that I take credit for.
Reference KingK, I will re-read the copy you gave me in 2004 and comment on its worth later.
Your correct that you owe me nothing. You have proved incapable of reasoned debate or politeness. Nothing you can offer me has any worth.
I don’t try to rubbish your work, just correct postings or unsubstantiated claims that you make.
In isolation your work, drive and enthusiasm is commendable. But your aggressive, rude, and condecending attitude is not.
Whilst you you have been promising much to many for two years, I have been using two Emerald record holding engines in my car that have helped me win two hillclimb championships.
I am happy with that and happy and pleased to have built them with the help of Dave Andrews and Brian Drought, using DVA head porting, Scholar bottom ends (that you claim give such poor results).
Only two championships and the tuner GP…
I’d be disappointed…
Dave
Oh yeah…forgot to mention the DVAPower entry into last year’s TunerGP where my car won its engine class, was 6th overall and the outright fastest normally aspirated car present out of all the entries.
you boys have been pretty busy while i’ve been away eh…