Thanx for the good thoughts. Probably not gonna be much demand for an upgraded upper mount. Without a big dia. pipe and lotsa torque, who's gonna notice any excess torque roll? It can't be seen unless the hood's off, or it's on a "rolling road". I've had it for years and still didn't notice the bent pipe 'til the engine was pulled.
Sleeper --- the most rewarding of them all. Maybe an occasional drag strip run, just to get a respectable time slip. Also, be nice to show differences in performance at high elevation vs sea level.
I don't have the experience or automotive knowledge to say what the initial problem was. I've been led to believe that a high CR combined with high boost will cause my failures --- melted piston and collapsed cylinder wall. I've attached a better pic of #2. Also note that this setup has been on the road for about 2 years and 20K miles, and the pistons are comparatively clean, thanks mostly to WMI. So, where does "detonation" come from?
30psi and 10.5:1CR will cause an extreme amount of pressure and heat (so I've been told), especially running an 80 / 20 WMI mix --- and at the track, I had about half a tank of 100 octane mixed with my usual 91 octane. Possibly enough heat to start melting a piston where the wall has been deformed by the extreme pressure.
I too have heard manic tunes "reduce" the built-in safe-guards, but not eliminate them --- hard to believe anyone wanting to stay in business, internationally, would be stupid enough to completely eliminate safety measures.
As for engine knock, the only time either I or the ECU detected any was before Manic got involved. They were very audible, and broke a spark plug. It was called a "super knock" by the cel.
I'm using CP again 'cause I don't believe they had anything to do with causing the failure. Also, they're among the best available and willing to work with customers to create custom product. And known to be compatible with my Carrillo rods.
Other changes include Cat cams and possibly a different turbo --- TBD. MBC will be turned down to 25 - 28psi. Thumper gets another shot too, in spite of the various opinions of his product. Flow test numbers are an advertising feature --- results are too --- WHP and torque. Vendors of similar products all have their "followers" --- sort of like Ford and Chevy people --- love theirs and hate the other one.
My last build did nothing with smoothing / leveling the deck / head surfaces. This build, the block is being sent out for a "Cylinder Support System" then bored to 77.5mm and decked. The CSS, combined with lower CR (9.0:1) and DD boost (28psi max), should help prevent this kind of damage. No comment on why #2 seems to be the weak link. My guess is a structural design flaw.
So, as progress occurs, I'll post it. Gonna be at least a couple months for it all to come together. Can't do the block without a piston to measure. Couldn't get a piston until I selected a cam set (need to know the lift for piston notching). Couldn't get a cam 'til I knew what's available, price and delivery --- this happened yesterday. Pistons are being "negotiated" with a local CP dealer and are 2 - 3 weeks away, maybe. Rods are getting new bushings and #2 rod is getting melted aluminum removed. Block will take about 4 weeks at their shop, which is located across the country in NH --- I'm in NV, so a week shipping each way. Head work also had to wait for cam info --- might need to build with aftermarket springs and retainers. Cat uses OEM springs / retainers. My old Beehive springs to be mailed tomorrow. The head was ordered today. No rush.
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Exactly-here are some photos of an N14 JCW engine I built last summer. Note the crown of the oem piston has a very DIESEL engine appearance. For those of you unfamiliar (and I am NOT a diesel expert of any kind), the"cup" cast into the middle of the piston, in a diesel, would act as a pre-burn puddle or some such as diesels do not use spark ignition, instead relying on heat and pressure to ignite the fuel. The fuel puddled in the piston crown or a pocket in the combustion chamber, ignites just before the injector opens so the flame front is already started, as far as I have been told. Fuel gets there from a pre injector in a smaller amount. Diesels are weird. SO are Prince engines.
In this application I will note this cup is directly in line with the injector nozzle and it seems to me, is intended to help the high pressure fuel charge from the injector spread across the combustion chamber for an even burn of the flame front. In the other photo you can see we used the CP 9.5 to 1 advertised CR pistons with valve reliefs but no aftermarket piston I am aware of has this cup built into it so it is difficult to know how important that design is. IMHO the combustion chambers of these heads are TERRIBLE from a design point of view and the engineers conjured up this weird ass piston top as a band aid for a poor cyl head design. I did use a burrett on this build to measure ACTUAL static CR and with the block decked .008 to clean it up and make it exactly square, a standard thickness head gasket and the CP pistons, it was exactly 10.03 to one and wnet on to make 299 whp on a dyno jet dyno with a manic tune.
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Ya I was wrong about pre ignition vs ping/detonation. Learn something new every day.
https://www.tricktuners.com/detonation_explained.htm
My supertech Pistons came with all those little cups and things your talking about on the crown. The crown looked the same as OEM but the color of the piston and skirts were different... I didn't snap any pics of them side by side I wish I did now... They're supposed to be a "softer" forged piston than cp with a higher silicon content or something. -
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Winner x 1
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