about cosworth ex manifold ...from other topic
#282
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Originally Posted by CossieRich
Dave,
please edit that mate.I typed it and then removed it as i dont want this post going the way of oher posts that involved me, you, Rod (when he psoted) Ade, and Mike
please edit that mate.I typed it and then removed it as i dont want this post going the way of oher posts that involved me, you, Rod (when he psoted) Ade, and Mike
Im sure mike will take it as he is a taker
Good point thou we cant have this topic going the wrong way now..
#283
Did Someone Mention TUV
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Originally Posted by MAD YUM
Originally Posted by CossieRich
Dave,
please edit that mate.I typed it and then removed it as i dont want this post going the way of oher posts that involved me, you, Rod (when he psoted) Ade, and Mike
please edit that mate.I typed it and then removed it as i dont want this post going the way of oher posts that involved me, you, Rod (when he psoted) Ade, and Mike
Im sure mike will take it as he is a taker
Good point thou we cant have this topic going the wrong way now..
#284
Caraholic
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Originally Posted by MAD YUM
Originally Posted by CossieRich
Dave,
please edit that mate.I typed it and then removed it as i dont want this post going the way of oher posts that involved me, you, Rod (when he psoted) Ade, and Mike
please edit that mate.I typed it and then removed it as i dont want this post going the way of oher posts that involved me, you, Rod (when he psoted) Ade, and Mike
Im sure mike will take it as he is a taker
Good point thou we cant have this topic going the wrong way now..
Rich,
Until Mark confirms the crown thickness, I believe that it is a combination of all the factors I have mentioned.
I have NEVER seen a hole literally PUNCHED through a piston like that, and the only conclusion I can reach is back pressure from the turbo causing high internal temps / pressures, combined with what "looks" like a piston with crown thickness too thin .
Anyway this is only MY opinion from the evidence provided. Mark could confirm / quash this with the back-pressure readings from the turbo when it was on the dyno (if these were measured) . There are missing links in the info - back-pressure and crown thickness.
If these are acceptable, then it has to be a rethink . I'm struggling with any alternative ideas, as I STILL don't think it is the exhaust manifold...
Mark WILL get to the bottom of it though, and anything we post is just best guess from engineering experience, using what little evidence is provided .
#288
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Originally Posted by MAD Ade
The crown thickness on my pistons is 6mm, Rods are actually 5.5mm, and he's never had any issues with pistons melting.
#289
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Originally Posted by Bosch-Man
...i like the way everyone is guessing
If you look at ALL the posts by people who UNDERSTAND manifolds, THEY disagree with you .
The only people who AGREE with you, are the ones you would EXPECT to (as they have ALSO been told this is what it is, and aren't allowed to think for themselves ).
#290
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Originally Posted by MAD Ade
Originally Posted by MAD Ade
The crown thickness on my pistons is 6mm, Rods are actually 5.5mm, and he's never had any issues with pistons melting.
I'm still sticking with the back pressure from the turbo being the issue .
#292
Mike the source builds better and faster engines than Harvey/Reyland ..your all shitting in the dark with no toilet paper..i am just stating what it probably is because everything that you lot come up with is insulting the MAD
#295
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Mike you have seem to have done a lot of self promotion for RB motorsport however you are completly wrong with you findings and most unlike you to give a opinion like this based on a guess ,
The problem with Ades engine has shown itself to happen when the wick is realy cranked up on race fuel, We ran faster on pump fuel in testing than race before when the problem happend,
I have seen this problem before on another type engine with a exhaust manifold that has a sharp exit to the turbo causing high back pressure and egt at the exhaust port which caused the same kind of failier,
If you look at a 2wd manifold this has a angle change within 2inches of the exhaust port on no 2 and 3 which causes the same type exhaust back pressure at the exhaust port although not until a much higher level as we have seen over 640hp and remeber my cars still make max power at the end of the straight with no high intake temp and this is where the problem happens,
The only reason why we didnt look in to this the first time was I did not biuld Ade's and incorrectly blamed his biuld the first time sorry Ade, However I did over see him this time to check the biuld and all was correct and then mapped on dyno,
The spec of the CP pistons I use were rated higher than yours the crown thickness on Ades is 6mm and Rods 5.5mm they are the same basic spec the only change is Rods are thinner due to the larger capacity of Rods engine, You cannot correctly judge for the pict of the piston how thick they are because it melted the material away so I will accept a apology for this Mike .
Mark
The problem with Ades engine has shown itself to happen when the wick is realy cranked up on race fuel, We ran faster on pump fuel in testing than race before when the problem happend,
I have seen this problem before on another type engine with a exhaust manifold that has a sharp exit to the turbo causing high back pressure and egt at the exhaust port which caused the same kind of failier,
If you look at a 2wd manifold this has a angle change within 2inches of the exhaust port on no 2 and 3 which causes the same type exhaust back pressure at the exhaust port although not until a much higher level as we have seen over 640hp and remeber my cars still make max power at the end of the straight with no high intake temp and this is where the problem happens,
The only reason why we didnt look in to this the first time was I did not biuld Ade's and incorrectly blamed his biuld the first time sorry Ade, However I did over see him this time to check the biuld and all was correct and then mapped on dyno,
The spec of the CP pistons I use were rated higher than yours the crown thickness on Ades is 6mm and Rods 5.5mm they are the same basic spec the only change is Rods are thinner due to the larger capacity of Rods engine, You cannot correctly judge for the pict of the piston how thick they are because it melted the material away so I will accept a apology for this Mike .
Mark
#296
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Originally Posted by madevelopments
Mike you have seem to have done a lot of self promotion for RB motorsport however you are completly wrong with you findings and most unlike you to give a opinion like this based on a guess ,
The problem with Ades engine has shown itself to happen when the wick is realy cranked up on race fuel, We ran faster on pump fuel in testing than race before when the problem happend,
I have seen this problem before on another type engine with a exhaust manifold that has a sharp exit to the turbo causing high back pressure and egt at the exhaust port which caused the same kind of failier,
If you look at a 2wd manifold this has a angle change within 2inches of the exhaust port on no 2 and 3 which causes the same type exhaust back pressure at the exhaust port although not until a much higher level as we have seen over 640hp and remeber my cars still make max power at the end of the straight with no high intake temp and this is where the problem happens,
The only reason why we didnt look in to this the first time was I did not biuld Ade's and incorrectly blamed his biuld the first time sorry Ade, However I did over see him this time to check the biuld and all was correct and then mapped on dyno,
The spec of the CP pistons I use were rated higher than yours the crown thickness on Ades is 6mm and Rods 5.5mm they are the same basic spec the only change is Rods are thinner due to the larger capacity of Rods engine, You cannot correctly judge for the pict of the piston how thick they are because it melted the material away so I will accept a apology for this Mike .
Mark
The problem with Ades engine has shown itself to happen when the wick is realy cranked up on race fuel, We ran faster on pump fuel in testing than race before when the problem happend,
I have seen this problem before on another type engine with a exhaust manifold that has a sharp exit to the turbo causing high back pressure and egt at the exhaust port which caused the same kind of failier,
If you look at a 2wd manifold this has a angle change within 2inches of the exhaust port on no 2 and 3 which causes the same type exhaust back pressure at the exhaust port although not until a much higher level as we have seen over 640hp and remeber my cars still make max power at the end of the straight with no high intake temp and this is where the problem happens,
The only reason why we didnt look in to this the first time was I did not biuld Ade's and incorrectly blamed his biuld the first time sorry Ade, However I did over see him this time to check the biuld and all was correct and then mapped on dyno,
The spec of the CP pistons I use were rated higher than yours the crown thickness on Ades is 6mm and Rods 5.5mm they are the same basic spec the only change is Rods are thinner due to the larger capacity of Rods engine, You cannot correctly judge for the pict of the piston how thick they are because it melted the material away so I will accept a apology for this Mike .
Mark
Didnt quite get it.. Did you have higher egt at cylinders 2 resp 3? How did you manage to measure the BP for those pipes?
#299
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Originally Posted by CossieRich
Originally Posted by martin-reyland
Ade.. I really hope you get this sorted and if i can help in any way i will but not on this post as there are far too many wankers!
#300
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Originally Posted by martin-reyland
Originally Posted by CossieRich
Originally Posted by martin-reyland
Ade.. I really hope you get this sorted and if i can help in any way i will but not on this post as there are far too many wankers!
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Originally Posted by martin-reyland
Originally Posted by escossie500
So what sort of temps are we talking pre turbo,as a mater of interest.Because that is a fine hole?
#304
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Originally Posted by escossie500
Originally Posted by martin-reyland
Originally Posted by escossie500
So what sort of temps are we talking pre turbo,as a mater of interest.Because that is a fine hole?
#305
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so it design /thickness, but even with a thick crown once you reach a high enough temp damage will occur even if not terminal or is it to do with heat build up in the crown. if so oil cooling would help, would nt it?
#306
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surely 'in-cylinder' pressure increases due to high backpressure are negligible compared to cylinder pressures after ignition/during det. anyway?
or am i missing the point?
or am i missing the point?
#308
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Originally Posted by cossiedave
i,d say one fuel pump and std fuel lines made it go bang
so its not a fuel delivery prob
#309
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Is one 044 fuel pump and a standard fuel line sufficient for a top speed run on a "600" bhp car?
I'd say it's like having a blow job off an elephant - i.e. the pipe aint big enough!!
I'd say it's like having a blow job off an elephant - i.e. the pipe aint big enough!!
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Originally Posted by MAD YUM
Just fitted on YUM 2 pumps -6 x 2 into -8 line
But think it wasnt down to fuel delivery
It would of misfired
But think it wasnt down to fuel delivery
It would of misfired
But if an engine goes fine on the dyno but went bang in the car, I'd look at the installation if it were me.
#320
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Originally Posted by cossiedave
it,s comon sence to have 2 pumps or in my case 3pumps .at least yours wont go bang mad yum your doing properly not like the shonky old garage in bristol do
Has nothing to do about a shonky old garage in bristol as you say it is
Its not fuel that caused ades problem, but think what you want