about cosworth ex manifold ...from other topic
21-12-2006, 07:13 PM
#201
Originally Posted by Bosch-Man
..Martin just stating some facts...i assume your new engine is running the 2wd manifold?
No you are not you are relaying someone elses opinions! The angle the gasses have to go through to exit the head are greater than the angle between head and first part of manifold so how do YOU answer that? or do you need to make a phone call????
21-12-2006, 07:19 PM
#203
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Originally Posted by Stavros
Originally Posted by martin-reyland
Originally Posted by Stavros
Originally Posted by martin-reyland
what about the angle the gas has to pass through in the head casting.......
Ha Ha fucking Ha
21-12-2006, 07:22 PM
#204
Originally Posted by Bosch-Man
...i note you arnt answering mine martin.
Oh, and btw my turbo does not fit on a 2wd manifold.btw... send the parts back or you will get an invoice!!
21-12-2006, 07:28 PM
#205
Originally Posted by martin-reyland
Originally Posted by Bosch-Man
...i note you arnt answering mine martin.
Oh, and btw my turbo does not fit on a 2wd manifold.btw... send the parts back or you will get an invoice!!
...the parts i forgot about
sorry..will send back in the new year or pay the 30 quid wernt it?...Not sure if i may still use it...with the dodgy paintwork on the saff i am a bit pissed off at the mo!...why shouldnt you use the 2wd if its so perfect!!!!!
21-12-2006, 07:31 PM
#206
Originally Posted by Bosch-Man
Originally Posted by martin-reyland
Originally Posted by Bosch-Man
...i note you arnt answering mine martin.
Oh, and btw my turbo does not fit on a 2wd manifold.btw... send the parts back or you will get an invoice!!
...
...why shouldnt you use the 2wd if its so perfect!!!!!
21-12-2006, 07:36 PM
#207
Originally Posted by martin-reyland
Originally Posted by Bosch-Man
Originally Posted by martin-reyland
Originally Posted by Bosch-Man
...i note you arnt answering mine martin.
Oh, and btw my turbo does not fit on a 2wd manifold.btw... send the parts back or you will get an invoice!!
...
...why shouldnt you use the 2wd if its so perfect!!!!!
...it is at 650bhp..its only me that says 550bhp cause i think its wise to be extra safe when it comes to YB's!...and my master is my other half what she got to do with it?
21-12-2006, 07:40 PM
#208
Originally Posted by Bosch-Man
Originally Posted by martin-reyland
Originally Posted by Bosch-Man
Originally Posted by martin-reyland
Originally Posted by Bosch-Man
...i note you arnt answering mine martin.
Oh, and btw my turbo does not fit on a 2wd manifold.btw... send the parts back or you will get an invoice!!
...
...why shouldnt you use the 2wd if its so perfect!!!!!
...it is at 650bhp..its only me that says 550bhp cause i think its wise to be extra safe when it comes to YB's!...and my master is my other half what she got to do with it?
21-12-2006, 07:47 PM
#210
Originally Posted by Bosch-Man
..Martin i told you the flaw..you need to think about it a little more...you think very one dimensional.
...i aint totally MAD you know
...i aint totally MAD you know
Totally lost interest in your bollocks now..
22-12-2006, 07:37 AM
#211
Phil,
Please explain to me how it being a competition engine changes things ?
Please also explain to me how your engine would achieve 600bhp at 2.5 bar (on a 2wd manifold), if said 2wd manifold is found wanting like you say it is - surely it would blow up at that kind of power due to the shonky manifold?
And to finish, can you explain why Lee's has not blown up, despite being MAXED out in fifth gear?
Also, Martin answered your question as to why HE didn't use the 2wd manifold on his car - THE TURBO HE HAS WOULD NOT FIT WITH ONE (learn to read). Even the Swedish tubular manifolds that we do were not sufficient and had to be fabricated from scratch to give the clearance 
.
And there's more! If you read the post by Weegie (who sounds like it is Colin from AVA 
), it sounds like they have measured the back pressure INDIVIDUALLY per cylinder in the 2wd manifold, along with the EGTs and NOT found it wanting - your response to that please?
Please explain to me how it being a competition engine changes things
?Please also explain to me how your engine would achieve 600bhp at 2.5 bar (on a 2wd manifold), if said 2wd manifold is found wanting like you say it is - surely it would blow up at that kind of power due to the shonky manifold?
And to finish, can you explain why Lee's has not blown up, despite being MAXED out in fifth gear?
Also, Martin answered your question as to why HE didn't use the 2wd manifold on his car - THE TURBO HE HAS WOULD NOT FIT WITH ONE (learn to read
). Even the Swedish tubular manifolds that we do were not sufficient and had to be fabricated from scratch to give the clearance .And there's more
! If you read the post by Weegie (who sounds like it is Colin from AVA ), it sounds like they have measured the back pressure INDIVIDUALLY per cylinder in the 2wd manifold, along with the EGTs and NOT found it wanting - your response to that please?
22-12-2006, 07:42 AM
#212
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Originally Posted by Mike Rainbird
Phil,
Please explain to me how it being a competition engine changes things ?
- your response to that please?
Please explain to me how it being a competition engine changes things
?- your response to that please?
YOU BANNED HIM!
22-12-2006, 08:22 AM
#220
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We're using the tubular manifold/external waste gate to try to eliminate what may have been one of a number of causes for the failure, also machining the oil spray jets directly into the block. After this, if it goes again, fuck knows what is causing the melt down. 
The only difference between my engine and Rods engine is the crank. The head, port sizes, valve sizes are exactly the same, rods and pistons too. So the only thing that can be causing the failures must be the 2wd manifold and internal waste gate, or the oil spray bar which was checked for alignment and flow which proved to be fine. So, it's trial and error it would seem
The only difference between my engine and Rods engine is the crank. The head, port sizes, valve sizes are exactly the same, rods and pistons too. So the only thing that can be causing the failures must be the 2wd manifold and internal waste gate, or the oil spray bar which was checked for alignment and flow which proved to be fine. So, it's trial and error it would seem
22-12-2006, 08:27 AM
#221
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Originally Posted by martin-reyland
My new engine is a big budget job, so why shouldn't it use a inconel manifold!
plenty of the not worthy FRS crew run tubular manifolds many of them inconel still suprised that dont have a ceramic coating on it I assume you can expect the same gains and driveability on a cossie as you do by fitting a tubular to a FRS if so well worth the money
22-12-2006, 08:28 AM
#222
Originally Posted by Mike Rainbird
Phil,
Please explain to me how it being a competition engine changes things ?
Please also explain to me how your engine would achieve 600bhp at 2.5 bar (on a 2wd manifold), if said 2wd manifold is found wanting like you say it is - surely it would blow up at that kind of power due to the shonky manifold?
And to finish, can you explain why Lee's has not blown up, despite being MAXED out in fifth gear?
Also, Martin answered your question as to why HE didn't use the 2wd manifold on his car - THE TURBO HE HAS WOULD NOT FIT WITH ONE (learn to read). Even the Swedish tubular manifolds that we do were not sufficient and had to be fabricated from scratch to give the clearance .
And there's more! If you read the post by Weegie (who sounds like it is Colin from AVA ), it sounds like they have measured the back pressure INDIVIDUALLY per cylinder in the 2wd manifold, along with the EGTs and NOT found it wanting - your response to that please?
Please explain to me how it being a competition engine changes things
?Please also explain to me how your engine would achieve 600bhp at 2.5 bar (on a 2wd manifold), if said 2wd manifold is found wanting like you say it is - surely it would blow up at that kind of power due to the shonky manifold?
And to finish, can you explain why Lee's has not blown up, despite being MAXED out in fifth gear?
Also, Martin answered your question as to why HE didn't use the 2wd manifold on his car - THE TURBO HE HAS WOULD NOT FIT WITH ONE (learn to read
). Even the Swedish tubular manifolds that we do were not sufficient and had to be fabricated from scratch to give the clearance .And there's more
! If you read the post by Weegie (who sounds like it is Colin from AVA ), it sounds like they have measured the back pressure INDIVIDUALLY per cylinder in the 2wd manifold, along with the EGTs and NOT found it wanting - your response to that please? ....Lee's wernt more than 550bhp...not 650+ which would be very risky.
Why people build huge budget engines and stick to stock manifold is beyond me.
ALL HAIL YOUR BOY IS BACK
22-12-2006, 08:38 AM
#224
Ade,
I sincerely hope you resolve the issue, and come back, faster and stronger for it
. I have no doubt that Mark will crack the issue and it will end up being something silly .
Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser.
Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted.
I sincerely hope you resolve the issue, and come back, faster and stronger for it
. I have no doubt that Mark will crack the issue and it will end up being something silly .Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser
.Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted
.
22-12-2006, 08:43 AM
#225
Originally Posted by Bosch-Man
Originally Posted by Mike Rainbird
Phil,
Please explain to me how it being a competition engine changes things ?
Please also explain to me how your engine would achieve 600bhp at 2.5 bar (on a 2wd manifold), if said 2wd manifold is found wanting like you say it is - surely it would blow up at that kind of power due to the shonky manifold?
And to finish, can you explain why Lee's has not blown up, despite being MAXED out in fifth gear?
Also, Martin answered your question as to why HE didn't use the 2wd manifold on his car - THE TURBO HE HAS WOULD NOT FIT WITH ONE (learn to read). Even the Swedish tubular manifolds that we do were not sufficient and had to be fabricated from scratch to give the clearance .
And there's more! If you read the post by Weegie (who sounds like it is Colin from AVA ), it sounds like they have measured the back pressure INDIVIDUALLY per cylinder in the 2wd manifold, along with the EGTs and NOT found it wanting - your response to that please?
Please explain to me how it being a competition engine changes things
?Please also explain to me how your engine would achieve 600bhp at 2.5 bar (on a 2wd manifold), if said 2wd manifold is found wanting like you say it is - surely it would blow up at that kind of power due to the shonky manifold?
And to finish, can you explain why Lee's has not blown up, despite being MAXED out in fifth gear?
Also, Martin answered your question as to why HE didn't use the 2wd manifold on his car - THE TURBO HE HAS WOULD NOT FIT WITH ONE (learn to read
). Even the Swedish tubular manifolds that we do were not sufficient and had to be fabricated from scratch to give the clearance .And there's more
! If you read the post by Weegie (who sounds like it is Colin from AVA ), it sounds like they have measured the back pressure INDIVIDUALLY per cylinder in the 2wd manifold, along with the EGTs and NOT found it wanting - your response to that please? ....Lee's wernt more than 550bhp...not 650+ which would be very risky.
Why people build huge budget engines and stick to stock manifold is beyond me.
ALL HAIL YOUR BOY IS BACK
Please tell us why it happened on Ade's car (as by YOUR calculations / assessment, HIS "weren't more than 550bhp" ) and not Lee's (VERY similar specs), if you believe this to be a contributary factor?BRING BACK CHIP
!
22-12-2006, 08:49 AM
#226
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Originally Posted by Mike Rainbird
Ade,
I sincerely hope you resolve the issue, and come back, faster and stronger for it. I have no doubt that Mark will crack the issue and it will end up being something silly .
Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser.
Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted.
I sincerely hope you resolve the issue, and come back, faster and stronger for it
. I have no doubt that Mark will crack the issue and it will end up being something silly .Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser
.Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted
.The block is being linered at the mo, pistons are now here form the States, so hopefully should be up and running by the beginning of feb.
22-12-2006, 08:49 AM
#227
.......the angle in the manifold as it comes out could cause it to go back in to the engine under extreme pressure causing HEAT...note COULD...the tubular ones all come out straight.
Its a possible flaw at 600+bhp and these are expensive engines..hence i would limit to 550bhp on one
..also get over yourself re hi comp
BRING BACK IMA RACING
Its a possible flaw at 600+bhp and these are expensive engines..hence i would limit to 550bhp on one
..also get over yourself re hi comp
BRING BACK IMA RACING
22-12-2006, 09:00 AM
#228
Ade,
Excellent - hope the changes made resolve it. I didn't realise you ran such low compression , so is unlikely to be cylinder pressures...
Damn, I'm curious now - I think you should put the 2wd manifold on again and measure EGTs / BP on the manifold on the dyno and then switch to the tubular one and do the same - this will confirm or deny once and for all your suspicians. Changing too many things at once - the jets AND the manifold, and Phil's just going to say it was the manifold that cured it.
I'm keeping with the 2wd manifold, as I will also be sticking with the shonky T4.
Excellent - hope the changes made resolve it
. I didn't realise you ran such low compression , so is unlikely to be cylinder pressures...Damn, I'm curious now - I think you should put the 2wd manifold on again and measure EGTs / BP on the manifold on the dyno and then switch to the tubular one and do the same - this will confirm or deny once and for all your suspicians. Changing too many things at once - the jets AND the manifold, and Phil's just going to say it was the manifold that cured it
.I'm keeping with the 2wd manifold, as I will also be sticking with the shonky T4
.
22-12-2006, 09:06 AM
#229
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Originally Posted by Mike Rainbird
Ade,
Excellent - hope the changes made resolve it. I didn't realise you ran such low compression , so is unlikely to be cylinder pressures...
Damn, I'm curious now - I think you should put the 2wd manifold on again and measure EGTs / BP on the manifold on the dyno and then switch to the tubular one and do the same - this will confirm or deny once and for all your suspicians. Changing too many things at once - the jets AND the manifold, and Phil's just going to say it was the manifold that cured it.
I'm keeping with the 2wd manifold, as I will also be sticking with the shonky T4.
Excellent - hope the changes made resolve it
. I didn't realise you ran such low compression , so is unlikely to be cylinder pressures...Damn, I'm curious now - I think you should put the 2wd manifold on again and measure EGTs / BP on the manifold on the dyno and then switch to the tubular one and do the same - this will confirm or deny once and for all your suspicians. Changing too many things at once - the jets AND the manifold, and Phil's just going to say it was the manifold that cured it
.I'm keeping with the 2wd manifold, as I will also be sticking with the shonky T4
.
22-12-2006, 09:12 AM
#231
Originally Posted by MAD Ade
Originally Posted by Mike Rainbird
Ade,
I sincerely hope you resolve the issue, and come back, faster and stronger for it. I have no doubt that Mark will crack the issue and it will end up being something silly .
Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser.
Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted.
I sincerely hope you resolve the issue, and come back, faster and stronger for it
. I have no doubt that Mark will crack the issue and it will end up being something silly .Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser
.Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted
.The block is being linered at the mo, pistons are now here form the States, so hopefully should be up and running by the beginning of feb.
22-12-2006, 09:18 AM
#232
Phil,
Yep, but it's STILL faster than your shonky shit . There is absolutely NO point (IMO), in chasing NUMBERS unless you plan to do top speed runs, drag racing or similar.
I want my car to be ultra responsive and kick butt on track - and this is what it does - it punches well above it's weight and is a complete package.
If I wanted to, I could build a high horsepower engine, but all you have to do is speak to all the people that have fitted huge turbos on their cars in the "chasing numbers" game, and then find they have regretted doing so, having made the car horribly peaky.
To be honest, a well sorted T38 car will destroy 99% of road cars and do the same on track if it has a well sorted chassis. Who cares about the 1% of cars out there - how often are you likely to come up against them?
It's about the WHOLE package, not just the engine - but you have NEVER understood that... . I would rather have a totally reliable slower car, than an unreliable butt-kicker, that you were scared of breaking things. Too much power gives ever diminishing returns - just look at the transmission woes of ANY Cossie going above 500bhp - they're always destroying clutches, gearboxes or diffs - where is the fun in that? Bragging rights and that is IT .
Yep, but it's STILL faster than your shonky shit
. There is absolutely NO point (IMO), in chasing NUMBERS unless you plan to do top speed runs, drag racing or similar.I want my car to be ultra responsive and kick butt on track - and this is what it does - it punches well above it's weight and is a complete package.
If I wanted to, I could build a high horsepower engine, but all you have to do is speak to all the people that have fitted huge turbos on their cars in the "chasing numbers" game, and then find they have regretted doing so, having made the car horribly peaky.
To be honest, a well sorted T38 car will destroy 99% of road cars and do the same on track if it has a well sorted chassis. Who cares about the 1% of cars out there - how often are you likely to come up against them?
It's about the WHOLE package, not just the engine - but you have NEVER understood that...
. I would rather have a totally reliable slower car, than an unreliable butt-kicker, that you were scared of breaking things. Too much power gives ever diminishing returns - just look at the transmission woes of ANY Cossie going above 500bhp - they're always destroying clutches, gearboxes or diffs - where is the fun in that? Bragging rights and that is IT .
22-12-2006, 09:20 AM
#234
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Originally Posted by martin-reyland
Originally Posted by MAD Ade
Originally Posted by Mike Rainbird
Ade,
I sincerely hope you resolve the issue, and come back, faster and stronger for it. I have no doubt that Mark will crack the issue and it will end up being something silly .
Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser.
Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted.
I sincerely hope you resolve the issue, and come back, faster and stronger for it
. I have no doubt that Mark will crack the issue and it will end up being something silly .Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser
.Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted
.The block is being linered at the mo, pistons are now here form the States, so hopefully should be up and running by the beginning of feb.
Thanks Martin. The other pistons were like brand new, still had numbers
1 - 4 on them in marker pen.
22-12-2006, 09:24 AM
#236
Originally Posted by MAD Ade
Originally Posted by martin-reyland
Originally Posted by MAD Ade
Originally Posted by Mike Rainbird
Ade,
I sincerely hope you resolve the issue, and come back, faster and stronger for it. I have no doubt that Mark will crack the issue and it will end up being something silly .
Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser.
Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted.
I sincerely hope you resolve the issue, and come back, faster and stronger for it
. I have no doubt that Mark will crack the issue and it will end up being something silly .Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser
.Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted
.The block is being linered at the mo, pistons are now here form the States, so hopefully should be up and running by the beginning of feb.
Thanks Martin. The other pistons were like brand new, still had numbers
1 - 4 on them in marker pen.
edited to say..
doh, beaten by rich while i was carefully wording my post!!
22-12-2006, 09:24 AM
#237
Mike for the first time in your life you actually sounded intelligent.
You are right and i will be sticking to 2bar and hopefully reliability should need no other mods exept to sort out the cars chicken pox
You are right and i will be sticking to 2bar and hopefully reliability should need no other mods exept to sort out the cars chicken pox
22-12-2006, 09:25 AM
#238
Originally Posted by MAD Ade
Originally Posted by martin-reyland
Originally Posted by MAD Ade
Originally Posted by Mike Rainbird
Ade,
I sincerely hope you resolve the issue, and come back, faster and stronger for it. I have no doubt that Mark will crack the issue and it will end up being something silly .
Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser.
Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted.
I sincerely hope you resolve the issue, and come back, faster and stronger for it
. I have no doubt that Mark will crack the issue and it will end up being something silly .Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser
.Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted
.The block is being linered at the mo, pistons are now here form the States, so hopefully should be up and running by the beginning of feb.
Thanks Martin. The other pistons were like brand new, still had numbers
1 - 4 on them in marker pen.
.
22-12-2006, 09:31 AM
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Originally Posted by martin-reyland
Originally Posted by MAD Ade
Originally Posted by martin-reyland
Originally Posted by MAD Ade
Originally Posted by Mike Rainbird
Ade,
I sincerely hope you resolve the issue, and come back, faster and stronger for it. I have no doubt that Mark will crack the issue and it will end up being something silly .
Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser.
Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted.
I sincerely hope you resolve the issue, and come back, faster and stronger for it
. I have no doubt that Mark will crack the issue and it will end up being something silly .Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser
.Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted
.The block is being linered at the mo, pistons are now here form the States, so hopefully should be up and running by the beginning of feb.
Thanks Martin. The other pistons were like brand new, still had numbers
1 - 4 on them in marker pen.
edited to say..
doh, beaten by rich while i was carefully wording my post!!
22-12-2006, 09:35 AM
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Originally Posted by Mike Rainbird
Originally Posted by MAD Ade
Originally Posted by martin-reyland
Originally Posted by MAD Ade
Originally Posted by Mike Rainbird
Ade,
I sincerely hope you resolve the issue, and come back, faster and stronger for it. I have no doubt that Mark will crack the issue and it will end up being something silly .
Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser.
Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted.
I sincerely hope you resolve the issue, and come back, faster and stronger for it
. I have no doubt that Mark will crack the issue and it will end up being something silly .Given the power levels you are running compared to Lee's (not far off each other and both using a GT35), I personally think it is more to do with cylinder pressures, as the only thing that is RADICALLY different to Lee's car from yours is the compression ratio. I'm not sure what you run, but Lee's is the usual "shonky old fashioned c/r", whereas I believe yours is much higher?
If it was me, I would be building the engine IDENTICALLY and covering the particular thing that I "thought" it was with sensors to either establish the cause or eliminate it (measuring the back pressure and EGT levels in the manifold). Guessing at it has cost two engines so far, so as you say, fuck knows what happens if it lets go with a tubular manifold on - you're still none the wiser
.Also, with Rod's engine, him using a bigger turbo, means that there is much less back-pressure, so this helps things a LOT. Also the NOS makes a big difference with cooling, so that's two extra things where Rod's differs....
Good luck and keep us posted
.The block is being linered at the mo, pistons are now here form the States, so hopefully should be up and running by the beginning of feb.
Thanks Martin. The other pistons were like brand new, still had numbers
1 - 4 on them in marker pen.
.