Nor is Karl

 

LOL @ Phil,

I'm a chartered engineer phil, which means primarily I'm an engine designer, hence why I do contract and consultancy work. Tuning cossies is in addition to this work!!

 

Phil, I've been doing my job as a fully qualified marine engineer for 7 years... You think I'm inexperienced and only use the theory side of things????

 

Yes i do compared with someone whose being doin it for 8 years or more.

 

Philip, you don't half talk eternal horse shit dont you.

Shall we tell Michael Schumacher to take a hike as Stirling Moss has so much more experience?

Or alternatively next time you need to go to the dentists why not go see my retired Uncle who's been in the industry for over 40 years!!!. He's got chronic parkinsons disease but Im sure his experience will see him right!!

 

No because different ERA'S.

Obviously there comes a point when you have to take a back seat as you are past it.

Tell me Karl do you truly beleive you know more than any other tuner re YB tuning?

 

ROFL.... You're a goon Phil, god luvs ya!

 

talk about burning your bridge's

from what i've read off this site is enough for me to take my cozzy to karl when ever i get one lol

mark

 

Phil,
You really have got too much time on your hands...

 

Phil have I ever said I am better than anyone else..............NO I have'nt!!!!

However I am confident in my knowledge and have a huge amount of experience in all apsects of engines from design, to manufacture, to machining, building etc etc

Thast does'nt mean I don't learn new things as I do all the time. As time goes by we all continually change the way we do things and its more about moving with the times rather than how many years you've been in the 'game'.

 

So why so down on Hi comp?..This is the way forward as the new BHP levels acheived are just hopeless daily drivers on lo comp...Remember i have had 7-1 with a T4 and 7.9-1 on a T4 and the difference in the driving is VERY evident...it goes from a piece of shit pulling out of junctions to a car thats nice to drive in ANY situation.

 

Phil I've covered this many times but you choose not to listen.

We have to choose a compression ratio that for our given torque and hence bhp output maintains cylinder pressures at an acceptable level for the choice of fuel.

It is fuel that dictates our C.R far more than any other factor. Since as a road car we can't always go looking for our favorite brand of fuel we must design and build road engines to be totally safe and reliable. This means that high comp and massive boost and torque is totally out of the question.!!!

 

Karl but you have said previously that your super engine takes loads of maintanence on your lo comp That dont sound to me as reliable.....if i personally wanted reliable i'd have didtched the Cossie for a VW Golf TDi!

Basically you are just dissing another tuner in a roundabout way.

 

LOL, I am saying that I disagree with anyone, tuner or not who recommends compression ratios above 8.0:1 for 600+bhp engines that run on normal pump fuel.

My engine is very high maintenance Phil because it seems to require everything checking frequently. This means simple things from tightening bolts up, to changing oil and plugs regularly, changing the cam belt etc etc. On top of this due to the rpm, the valve train takes quite a hammering and I have had to replace the cams and reshim the engine after 10,000miles. It's not horrendous by any means, but for a customer who expects to jump in and run the car between each service its not really practical. (i.e. its just high maintenance)

 

Karl......how does it affect the cambelt BIG BHP? No wonder you need more mantinence running a std coil system ...BTW i said 8-1 not over.

 

Phil, the stress induced on the cam belt is increased when using very stiff valve springs and cams with very aggressive lift as the torque required to turn the cams is much higher, not only due to the increased lobe loadings but also as the rpm increases. This places much greater stress on the cam belt and thus I recommend changing it at least every 5000mile on this type of engine.

You quoted Julian had mentioned a minimum of 8.0:1 which implied 8.0 and higher.

 

He quoted "i dont build any engines under 8-1 nowadays"

BTW your engine sounds the bollocks...put it up against Rods..i am sure from what you are saying you could whoop his ass Do it...put you YB where your mouth is ......My car is not in any of your leauges never will be.

 

Phil, does he only build compitition engines these days???

If so, very few would be runing on pump fuel (97 RON) anyway

More likely the most of his engines are built for 102 RON + ????

Can you please check with him tomorrow, and ask the actual reason
why the Mahles would be better than the Cosworth Racing pistons...

Would be very helpful and true to the thread title ....also would clear up some loose ends.

 

He recommended my own engine at 8-1...infact the other person there runs 9-1 with 500plus on a road build.

 

But Phil, tell me honestely: Have you got some doubts about the above advice?

You must have a "slight" doubt about his Mahle/Cosworth Racing piston advice.............or this topic would not exist

 

Compression i dont doubt mate......i want drivability and that gives me it..i trust him yes.

The piston debate is different though..as i have heard of mahle failures not cosworth racing piston ones...but is that because most run mahles?The probable answer...Julian Godfrey is imo the top tuner of all time his figures speak for themselves (no diss to MAD) ...its just you come on here and get brain washed by the pay more its better or lo comp big bhp is the only way

 

I agree his engines may not be in road legal cars half the time but his achivements speak for them self bar doing 200 his engines power fastest 0-60, 0-100, 1/4 numerous rallycross titles n wins, hillclimb championships etc etc etc

 

i know that the blue wrc-escort runs 8.4:1 in compression and i think the white rs500 does that aswell.built by jenspeed both with julian godfrey and martin schancke as consultants

 

He does lots of road cars, not just cossies either, all things from jag e types to the odd evo that ive seen in there before.
To be honest his the only person I would let loose on my car for a few reasons.
one of them being that his only down the road from me
Even invited me over to norway last year but i couldnt afford it at the time

 

I would have been maxing out the credit card if I was offered that!!!!! you fool

 

thats just it m8, they allready was

 

 

they offered to build mine up for me on monday (i only want 500ish bhp) and im going 7.2-1 comp

 

Bill

you got it in one mate ........Phil the proper cossie race pistons are really only designed for a WRC Block you know the hardend liner block

the Cossie proper race piston wears out the boars quicker than the normal cossie piston thats whay they rattle after a about 8k race mile


i have been use these Cossie racing pistons for yrs mate .....Steve Scott will tell you the same mate

 

Phil

the reason why a normal cossie piston will fail will be due to bad fueling and nothing else

 

surely the rings play the biggest part in bore wear?

 

ForeigneRS,

You are of course correct, the hardness of the piston has little effect on bore wear. Primarily the area of wear is the ring reversal zone (i.e. the top few mm of the stroke) and the reason for this wear is caused by the huge tangential pressure applied by the rings during the huge pressure rise in the combustion chamber at TDC.

We do of course get bore ovalisation in general but this is not related to piston hardeness and wear but due to thrust forces.

 

Karl

So basically the rings are shite then ??

 

I was told the same thing by the same guy. If I did not respect him so highly, I would laughed and put the phone down. Apparently,it is OK to run well over 500 BHP using 8:1 compression ratio and standard Mahle pistons….

 

 

Some confusion arises with the "clearance" word.

I'm an engineer and clearance on any diameter is the total amount of difference between one diameter (the bore) and the other (the piston), some weirdo's define clearance as the distance between each side of a piston and the bore which doubles the figure
0.0015" total is almost certainly bollox IMHO
0.003" total would be OK with non forged pistions
My bike runs 0.004" with forged pistons and has a fairly small piston diameter compared to any car engine.

Mark

 

Simon,

Is that directed at me? If so, care to explain??

 

Phil
Why are you not getting your advice from just the one source its safer that way, im sure Mark will recommend a suitable piston .
Its rather like asking two coaches too give advise on a football team. One recommends 5 up front the other 5 at the back & you end up with no mid- field .

 

Hence off-set pistons pins... or am I thinking of off-set cranks?!

Alex

 

Sorry Narinda, No it wasnt. Far from it !

After reading all 3 pages of this thread it was the only thing I could
think of saying without the haters having a go.