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#105
by
DJPyro
on 06 Jun, 2011 20:58
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*shrug* I'm still watching with interest.
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#106
by
ShoulderMan
on 28 Sep, 2011 22:40
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Bump for an update?
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#107
by
R.O.R-2.0
on 29 Sep, 2011 09:32
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its not gonna happen..
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#108
by
NintendoKD
on 05 Oct, 2011 19:39
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My butt, I am willing and ready with my "very" printable head. I refuse to give up. The K.I.S.S method is def. the way to go, there has just got to be a tdi blown up somewhere that screams "print me!" I am going to ecology this weekend to hopefully procure a "new" motor for my cracked, for a second time, bmw e36. I need some info about the said desireable tdi head. If I find one I will undoubtedly pull and buy it. I need the contact info on a good bechflow porting service to send them off to. From there I need them sent to someone to dissect and print the heads, or to a magic caster personnages. I at least owe it to the interested parties to have "professionaly ported and benchflowed" heads available so that it makes it worth the money. The new heads can be welded or machined easily to accomodate any further desireable mods, and if the job is good enough and we can generate enough interest, then there will be heads enough for anyone and everyone. I would be willing to bet that despite his reputation prothe, may be willing or perhaps able to take this on. I a currently in heated negotiations with a gentleman from vietnam. My Vietnamese is poor and his english is as well, but our correspondance is going well and I am well acquainted with his family. Buk, "the guy's name" is willing to take almost anything right now, as the economy is poor, and although production costs are low there, no one is buying, and he is welcome to any buuisness at this point. I need to free up some funds, and as of now I may be forced to leave the military after 9 years of faithful sevice due to the economy and defence cuts. I need to sell my crap and be ready to move on, but I give my word I will not let this go. BTW my wife, Atsuko turned 37 today, and I have discovered the secret to smoky yunick's "Hot Vapor" engine. no joke.
For the time being, I work 15+ hour days, I just got off work, I DO NOT get paid overtime. I need a by name and qty list of heads desired, so that I can continue negotiations.
thank you to all parties concerned,
Sgt Kevin A. Davies, USMC
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#109
by
Smokey Eddy
on 05 Oct, 2011 19:43
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Not only the IDI forum but the TDI forum im CERTAIN would hold great interest in this. As well as other forums.
In theory, you could make a monster of a machine with this head and appropriate fastners. I think the weakpoint would then be the rods...
I strongly believe there is a client base for this idea. One day, my 1990 will be recycled at which point i will be definitely interested in a TDI and I LOVE the alh engine.
I would be interested in the future (<5 years) i just cant commit at the moment.
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#110
by
NintendoKD
on 05 Oct, 2011 20:17
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I want to do this, primarily because of the love of the community here, and partially because I want to experiment with my own precup design, and some other technological advancements that I have concieved to improve emmissions, and MPG, as well as power. I am eventually planning to pursue mechanical engineering, however, right now it is just a pipe dream. I have some dramatic Ideas about IDI that will completely change the way that people will percieve diesel. Since the diesel model is the closest native to an adiabatic model, which is my ultimate goal, I want to use this model to achieve what others could not. Besides, maybe my hard work will inspire an innovation of a different kind.
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#111
by
NintendoKD
on 28 Dec, 2011 01:16
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Just posting so that no one will think I died, and left you all to hope and dream for a steel head for which to wet dream about. A couple of things, at which point will the aluminum head really melt down? Can a camshaf remap change this? AKA very little overlap, the reasoning is this, if timing can be changed due to a better precup design then more overlap is unnecessary, this is because the engine will be more efficient as the vaporization of diesel will act as a cooling action "see: evap cooling 101" as much a the combustion therof will act as a heating action. This will necessitate the use of a more heat ductile metal. I also wondered about the valves themselves? Can the valve design be changed slightly to allow for angled valves? This aides cars racing in the nascar circuit, and I surmise that with proper planning, and the use of some truly unique valves, "like the vr-6, flat on one side", a high static compression and high flow can be esily achieved. Once again this is just a pipe dream here. The design of the swirl chamber is so that a jetlike force will be present both creating a vacuum in the swirl chamber, and forcing the flamefront out of the nozzle like a rocket nozzle would. It also creates an "eye" if you would, in the very epicenter of the swirl allowing for more air that is not properly heated or mixed to move into and freely out of the chamber, "will work best will dual stage injection." The compression can safely be lowered with the use of a larger swirl chamber "screw in design" with little detriment to performance, it will only truly show it's true colors when forced induction is applied. I plan to implement a diesel vaporization system, upon which I will expound, to aide in combustion, lower emmissions and give better fuel economy and power. high fuelinjection pressures would not be neccessary, "perfect for mechanical operation, and the system itself is not overly complicated, and does not require electrical expertise. "ex. ultrasonic vaporization" this vaporization process occurs after pressurization and before injection into the swirl chamber, interesting huh. Hopefully this will make cold starts a cinch. Stll need more proof? Think I'm just a madscientist?, I simply borrowed a page from Smokey Yunick's book on adiabatic engine building. I figured out the secret of his motor, I am currently woking on a system which will give petrol or gas cars double the fuel economy by using a very simple principle. I should be done by the new year, I'll post some pics of course. I have been scraching my head for ideas to implement the same principles to our engines and I think I have it. The interesting thing is that the mechanical injection systems will benefit the most from it, it doubles effective output pressure from the injector, vaporizes fuel and of course different braking pressures "higher" will have to be used. PM me for more details.
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#112
by
NintendoKD
on 28 Dec, 2011 01:54
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yellow is engine coolant
blue is ambient air
black is engine exhaust
gonna give alla mah secrets away
1962 shell oil built a 59' opel TRACK CAR that got 376 MPG real history, not a joke, weighed 2500 LBS, no cooling fan, and everything was heat wrapped. opelp1 experimental look it up if ya dunnah believe me. My principals are crazy, but they work.
What happens when you have sex in a car??? I'll give you a hint, vapor is built up inside. The colder air outside causes the "vapor" to condense. Now we all know hat liquid fuel doesn't burn well, quite the opposite in fact, but a vapor, now were talkin. THE ICE is percieved all wrong, it is nothing more than a heat pump, and what makes the diesel different is that some of that heat is used to perform work, but still most of it is wasted simply vented out into the blue yonder.
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#113
by
NintendoKD
on 28 Dec, 2011 01:59
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You see, I believe that efficiency can be gained not from cold air but from hot air, for turbocharged application a great magnitude of difference, especially those utilizing the VNT's for reasons which I will outline at a different date. for the same reason that you don't want anyone to know you are knocking boots in your car is the same reason that you don't want cold air in your motor. cold air "CONDENSES VAPOR" vapor burns, not liquid fuel, see where I am going wth this now? you might think that I am wrong, well we will just see about that when you are making about 2.2HP per cubic inch, if my math is correct, and it may very well may be, I have been letting my magnificent brains go to mush for 8 long years in the Fantastic United States Marine Corps.
Enjoy,
Kevin
P.S. I don't suffer from insanity, I enjoy every minute of it.
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#114
by
R.O.R-2.0
on 28 Dec, 2011 08:45
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you wanted my input?
i dont like it..
too complicated..
wheres the twin turbos?
if i cant decide what the drawing is, then its too complicated..
and i will be one of the last people running one.
i didnt like the adibatic design, nor any of the other ones. you are trying to re-invent the wheel.
WE wanted a steel head that could be cheaply and easily reproduced.
YOU wanted to go so far fetched on the build, that nobody will ever be able to afford one..
is this even about a steel head anymore? i havent heard anything about a steel head in a VERY long time.
and my brain hurts from reading those posts..
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#115
by
NintendoKD
on 28 Dec, 2011 09:18
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Yeah yeah, steel head is coming, relax, just got really excited, and wanted to share a unique design that I had. This, the steel head, will all depend on wether or not I get out of the military in Sept of next year or not, I don't exactly have a job lined up, and don't have any college. Since I am fronting the cash for the initial of this venture, I hope that no one will complain. The object is affordability here, nothing less. The adiabatic design is nonetheless cool, will increase power, fuel economy, and lower emissions. I also admit that I am no artist, no one can ever accuse me of otherwise.
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#116
by
NintendoKD
on 28 Dec, 2011 09:30
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Ok, so seriously now back to the topic at hand. ;)Believe it or not, the plumbing and what haveyou will certainly fit beneath the hood, even on a twicharged system, but I understand your sentiment. I am still working on that, I have a contact that will do it, and 3-d print the head, he has even agreed to do some cleanup, and make a few neccessary changes, because of the material difference. The initial head will cost about 5k, after that, I take all of the data cllected, and the finishd head, as well as the print information, and the old crosss sectioned al. head, and send them of to a foundry in Vietnam. There the child laborers will sweat the rest, LOL. Seriously though, out the door cost should be around 250 per person, for a finished head, no after shipping finishing at a machinist. Just put your cam, valves, and lifters in, and off you go. his place will install the valve guides, which they manufacture at their facility. They use casting, with a unique twist, which improves reliability, but also keeps costs down, the gentleman there has told me that this teel is unusual to make a cyl. head from, and asked why, when I told him he was surprised to learn that no one in America would help me for a reasonable cost. Quote: "I thought that that is what Americans did?" Hope you guys enjoy it when It's finished.
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#117
by
mtrans
on 28 Dec, 2011 12:05
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I always think about cold-hot or warm air,which is better in which conditions/temp.Heck I have adjustable front plate (greel?) just to rise temp fast even in summer.
But for steel head mmmmmmmmm.Wish you happy in projects.
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#118
by
carrizog60
on 29 Dec, 2011 02:59
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but wont high temps air leave small place to oxigen?
allways tought the colder the air the better...
cold induction kits,intercoolers and so on...
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#119
by
mtrans
on 29 Dec, 2011 08:04
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I think so,but too cold air maybe cool combustions temp,how cold it can be for that?
I also think my alt fuel has less combustions temp than D.