|
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
Ok so it seems the basics from thread No 1 have been accepted without challenge?? Somewhat begrudgingly I might say, but hey this is rec.boats if it were easy it would be too crowded:-) So now you've all thrown your various sexist hissy fits, none of which addressed any of the thread's issues:-) but were more about silencing me, which isn't going to happen:-) maybe this time you can either comment directly on the substance of the material of just stay quiet, very very quiet??? (please) Next, again at this stage lets not bother with Ficht per se; just see if we can get agreement on the basics of what is needed & "why". I have thought this might be covered in 3 or 4 threads but it seems the lack of understanding is even worse than even I imagined (not possible surely:-)). So I'll take it a bit slower & make sure we all agree in each step, if that's OK with you. There'll be plenty of later threads to address Ficht by name & yes spam man Bill don't panic; even E-Tech:-) (1) The design of petrol engines is dependent on the fuel burning within the closed combustion chamber in a consistently predicable way, with the accepted target in petrol engines to; (a) To have the fuel ignition instigated by the spark plug & only the spark plug (b) To have the flamefront propagate at a known speed/time, reliable throughout the charge, that speed varies with temp/pressure so it varies as the burn proceeds, starts slow then speeds up as the chamber temp /pressure rises. (c) So as the temp/pressure combo in the chamber rises, the extremities of the charge do not reach their autoignition temp, before the accelerating flamefront has arrived as intended. (c) To have the burn all but completed & the highest chamber pressure occur just at or just after the piston leaves TDC on the power stroke. The pursuit of this target over a variety of conditions involves juggling many variables, including; (2) the octane rating of the intended petrol including anything that may dilute/contaminate it (whole books exist just on this fuel/octane subject so this is very much in a nutshell, however comments are very much valued), (a) A lazy way to describe this is the higher the octane rating of the fuel the higher the temp it autoignites at & usually the slower the flamefront will propagate. Or the lower the octane rating the lower the autoignition temp will be & the faster the flamefront will propagate (flashover, remember the flamefront speed varies as the chamber's temp/pressure varies)). (b) Once properly vapourised, (so each drop of vapour has access to air/oxygen & is close by others) if fuel vapour is heated beyond it's autoignition temp then the burn/flamefront will auto commence propagating from that hottest point. This will happen no matter what, no matter if the spark plug has or hasn't fired nor if other parts of the charge have already ignited nor where the piston is. The design depends on the spark plug's spark being the only thing in the chamber that exceeds the fuel's autoigntion temp. & that nothing within nor any part of the chamber exceeding the autoignition temp till the burn/flamefront has arrives. (c) Old worn engines & new 2 stroke OBs allow lube oil into the combustion chamber, this has the effect of reducing the fuels octane rating, again the design has to be aware of & allow for this effect. Over years this has been recognised as a reliability issue in 2 stroke OBs, so some effort has gone into reducing the amounts of oil carried up into the chamber. (d) So for the burn to be predictable & consistently controlled over the full range of operating conditions the actual octane rating arriving within the chamber needs to be as close to the raw fuels rating as possible with as little oil dilution as possible. (3) Some side comments?? The DFIs you'd think have solved this octane dilution problem by not having oil mixed in the fuel?? not so, what they do do is; (a) inject really tiny amounts of raw oil into the crankcase & by design it has nowhere to go. (b) The DFI people seem to think this is good & market it by saying the DFI engines "use" no more oil than a 4 stroke does, however that ignores the fact that a 4 stroke hopefully never burns it, you drain it into a bucket. (c) This burning the oil & the way/when it's done are issues with the DFIs because over say a less than 50 hr season it burns a lot of oil, certainly much much more than any 4 stroke that is still in use:-) (d) The very small amounts of oil stay in the crankcase & get hotter & hotter & hotter, (e) At lower revs there isn't enough air flowing through the crankcase to carry any excess oil up the transfer ports & out the at low revs overlapping exhaust, this is a deliberate "must pass the EPA test" tactic & it works in stopping raw oil getting out at low revs. (f) So at low revs the DFI has virtually no oil getting into the chamber & the fuels octane rating (resistance to autoignition, flamefront speed(s))) is as placarded however, (g) When the engine is powered up any excess built up crankcase oil can escape, but by now the useful overlap between the transfer & exhaust ports is diminished (again as intended by the design) so the oil can get into the chamber & dilute the fuel's octane rating. (h) The thing to be considered is that at low revs the oil isn't being transfered & burnt at all, so at low to moderate revs the octane rating of the fuel is "safe", but as the revs rise oil definitely (what?? 1 ltr ever 12 hrs running??) does get burnt, but because it's no longer consistently mixed in fuel it goes up in fits & spirts, some not a risk, others definitely a big risk of severely dilluting the fuels octane rating. I hope this gets some genuine substantive review & thanks in advance to anyone who bothers. I'm sure lots will just say it's No 2's:-) with no actual rejoinders on the issues. K |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
"K Smith" wrote in message ... Ok so it seems the basics from thread No 1 have been accepted without challenge?? Somewhat begrudgingly I might say, but hey this is rec.boats if it were easy it would be too crowded:-) So now you've all thrown your various sexist hissy fits, none of which addressed any of the thread's issues:-) but were more about silencing me, which isn't going to happen:-) maybe this time you can either comment directly on the substance of the material of just stay quiet, very very quiet??? (please) snip (1) The design of petrol engines is dependent on the fuel burning within the closed combustion chamber in a consistently predicable way, with the accepted target in petrol engines to; (a) To have the fuel ignition instigated by the spark plug & only the spark plug ok (b) To have the flamefront propagate at a known speed/time, reliable throughout the charge, that speed varies with temp/pressure so it varies as the burn proceeds, starts slow then speeds up as the chamber temp /pressure rises. This is just the way things are, right? (c) So as the temp/pressure combo in the chamber rises, the extremities of the charge do not reach their autoignition temp, before the accelerating flamefront has arrived as intended. no detonation. (c) To have the burn all but completed & the highest chamber pressure occur just at or just after the piston leaves TDC on the power stroke. I don't know about this one. It is for sure you don't want it before tdc. but I don't know that you want it too near after tdc either. The pursuit of this target over a variety of conditions involves juggling many variables, including; That's why the engine designers make the big bucks. (2) the octane rating of the intended petrol including anything that may dilute/contaminate it (whole books exist just on this fuel/octane subject so this is very much in a nutshell, however comments are very much valued), (a) A lazy way to describe this is the higher the octane rating of the fuel the higher the temp it autoignites at & usually the slower the flamefront will propagate. Or the lower the octane rating the lower the autoignition temp will be & the faster the flamefront will propagate (flashover, remember the flamefront speed varies as the chamber's temp/pressure varies)). yep, definition of octane snip (c) Old worn engines & new 2 stroke OBs allow lube oil into the combustion chamber, this has the effect of reducing the fuels octane rating, again the design has to be aware of & allow for this effect. Over years this has been recognised as a reliability issue in 2 stroke OBs, so some effort has gone into reducing the amounts of oil carried up into the chamber. (d) So for the burn to be predictable & consistently controlled over the full range of operating conditions the actual octane rating arriving within the chamber needs to be as close to the raw fuels rating as possible with as little oil dilution as possible. Or the engine has to be designed to cope with the known effects of oil in the gas. (3) Some side comments?? The DFIs you'd think have solved this octane dilution problem by not having oil mixed in the fuel?? not so, what they do do is; snip (d) The very small amounts of oil stay in the crankcase & get hotter & hotter & hotter, (e) At lower revs there isn't enough air flowing through the crankcase to carry any excess oil up the transfer ports & out the at low revs overlapping exhaust, this is a deliberate "must pass the EPA test" tactic & it works in stopping raw oil getting out at low revs. It is not clear it is an EPA thing, or just the way things are. I don't even know if it is really true. (f) So at low revs the DFI has virtually no oil getting into the chamber & the fuels octane rating (resistance to autoignition, flamefront speed(s))) is as placarded however, (g) When the engine is powered up any excess built up crankcase oil can escape, but by now the useful overlap between the transfer & exhaust ports is diminished (again as intended by the design) so the oil can get into the chamber & dilute the fuel's octane rating. (h) The thing to be considered is that at low revs the oil isn't being transfered & burnt at all, so at low to moderate revs the octane rating of the fuel is "safe", but as the revs rise oil definitely (what?? 1 ltr ever 12 hrs running??) does get burnt, but because it's no longer consistently mixed in fuel it goes up in fits & spirts, some not a risk, others definitely a big risk of severely dilluting the fuels octane rating. This is an interesting theory. You've abandoned the hot piston causes detonation theory? Or is this complimentary? I hope this gets some genuine substantive review & thanks in advance to anyone who bothers. I'm sure lots will just say it's No 2's:-) with no actual rejoinders on the issues. Substantive review? wrong kind of engineer K |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
"K Smith" wrote in message ... Ok so it seems the basics from thread No 1 have been accepted without challenge?? The fact that virtually no one reads or comments upon the vomit you project here does not mean it is "accepted without challenge." It means that virtually no one reads or comments upon the vomit you project here or that virtually no one cares to get down in the muck with you because of your bizarre behavior in this newsgroup, or -most likely- no one gives a crap what you think you know. |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
del cecchi wrote:
"K Smith" wrote in message ... Ok so it seems the basics from thread No 1 have been accepted without challenge?? Somewhat begrudgingly I might say, but hey this is rec.boats if it were easy it would be too crowded:-) So now you've all thrown your various sexist hissy fits, none of which addressed any of the thread's issues:-) but were more about silencing me, which isn't going to happen:-) maybe this time you can either comment directly on the substance of the material of just stay quiet, very very quiet??? (please) snip (1) The design of petrol engines is dependent on the fuel burning within the closed combustion chamber in a consistently predicable way, with the accepted target in petrol engines to; (a) To have the fuel ignition instigated by the spark plug & only the spark plug ok (b) To have the flamefront propagate at a known speed/time, reliable throughout the charge, that speed varies with temp/pressure so it varies as the burn proceeds, starts slow then speeds up as the chamber temp /pressure rises. This is just the way things are, right? Yes, mostly takes about half the burn time to establish the burn & consume 10% of the charge, this immediately starts to increase the chamber's pressure/temp, so the remaining 90% is consumed in the other 1/2. (c) So as the temp/pressure combo in the chamber rises, the extremities of the charge do not reach their autoignition temp, before the accelerating flamefront has arrived as intended. no detonation. A bit controversial really, that last bit of flamefront is oft termed flashover, because by that time the chamber pressure/heat is at autoignition temp anyway. As to "when" designed flashover effect becomes detonation?? hmmm. (c) To have the burn all but completed & the highest chamber pressure occur just at or just after the piston leaves TDC on the power stroke. I don't know about this one. It is for sure you don't want it before tdc. but I don't know that you want it too near after tdc either. Once the piston starts down the bore the pressure drops, so too the temp. This would & in old tech 2 strokes does result in a slower flamefront, such that over heating of the piston can occur. Years ago we had a NG fight about how the big 2 strokes tended to go out after a long period trolling?? then were suddenly spooled up & bang. This was because they slow the idle speed by using a very much retarded spark timing, which lengthens the time of the burn because by then the pistonb is retreating, so putting more heat into the piston. The pursuit of this target over a variety of conditions involves juggling many variables, including; That's why the engine designers make the big bucks. Well there seems to be lots of copying which makes you 'feel" for the original people, the Japanese started out just copying, but now they do have a fair bit of their own stuff as seen in the hondas & Yamahas. It's probably right that the situation is now the other way around. (2) the octane rating of the intended petrol including anything that may dilute/contaminate it (whole books exist just on this fuel/octane subject so this is very much in a nutshell, however comments are very much valued), (a) A lazy way to describe this is the higher the octane rating of the fuel the higher the temp it autoignites at & usually the slower the flamefront will propagate. Or the lower the octane rating the lower the autoignition temp will be & the faster the flamefront will propagate (flashover, remember the flamefront speed varies as the chamber's temp/pressure varies)). yep, definition of octane snip (c) Old worn engines & new 2 stroke OBs allow lube oil into the combustion chamber, this has the effect of reducing the fuels octane rating, again the design has to be aware of & allow for this effect. Over years this has been recognised as a reliability issue in 2 stroke OBs, so some effort has gone into reducing the amounts of oil carried up into the chamber. (d) So for the burn to be predictable & consistently controlled over the full range of operating conditions the actual octane rating arriving within the chamber needs to be as close to the raw fuels rating as possible with as little oil dilution as possible. Or the engine has to be designed to cope with the known effects of oil in the gas. Yes absolutely & the older oil mixed in the fuel engines could be, but the DFIs?? How?? they don't really know when the oil will arrive in the combustion chamber. (3) Some side comments?? The DFIs you'd think have solved this octane dilution problem by not having oil mixed in the fuel?? not so, what they do do is; snip (d) The very small amounts of oil stay in the crankcase & get hotter & hotter & hotter, (e) At lower revs there isn't enough air flowing through the crankcase to carry any excess oil up the transfer ports & out the at low revs overlapping exhaust, this is a deliberate "must pass the EPA test" tactic & it works in stopping raw oil getting out at low revs. It is not clear it is an EPA thing, or just the way things are. I don't even know if it is really true. The early Orbital designs tried to deal with it & the fix seems to have settled on just using tiny amounts of oil, particularly at low revs. (f) So at low revs the DFI has virtually no oil getting into the chamber & the fuels octane rating (resistance to autoignition, flamefront speed(s))) is as placarded however, (g) When the engine is powered up any excess built up crankcase oil can escape, but by now the useful overlap between the transfer & exhaust ports is diminished (again as intended by the design) so the oil can get into the chamber & dilute the fuel's octane rating. (h) The thing to be considered is that at low revs the oil isn't being transfered & burnt at all, so at low to moderate revs the octane rating of the fuel is "safe", but as the revs rise oil definitely (what?? 1 ltr ever 12 hrs running??) does get burnt, but because it's no longer consistently mixed in fuel it goes up in fits & spirts, some not a risk, others definitely a big risk of severely dilluting the fuels octane rating. This is an interesting theory. You've abandoned the hot piston causes detonation theory? Or is this complimentary? No we're still sticking with that being the "cause"; hot uncooled piston caused by lean mix & poor atomisation, but this is something which is "probably" an unpredictable wild card, as to it's occurrence & it's effects. The fact E-tech have so severely cut the oil supply back even further, is a thing worth noting. Given they're going for reliability first & foremost, given their priors:-) you'd think that would be the last thing they'd be doing if it was just to have the dealers spruik about lower oil costs, because even the old DFI's didn't use much oil compared to carbed or efi anyway. They have never been able to stop the oil baking the rings etc, tried new oils as you know etc & now seem to be trying to just have less there??? It's the heat every time, everything they do is saying it. I hope this gets some genuine substantive review & thanks in advance to anyone who bothers. I'm sure lots will just say it's No 2's:-) with no actual rejoinders on the issues. Substantive review? wrong kind of engineer Well thanks anyway as always:-) K K |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
"K Smith" wrote in message ... This was because they slow the idle speed by using a very much retarded spark timing, Ok, Karen, give specifics, What is too much retarded spark at idle? List the top 3 makes of engines and what timing they idle at? Bill Grannis service manager |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
Billgran wrote:
"K Smith" wrote in message ... This was because they slow the idle speed by using a very much retarded spark timing, Ok, Karen, give specifics, What is too much retarded spark at idle? List the top 3 makes of engines and what timing they idle at? Bill Grannis service manager Again you distract me from the Why Ficht failed threads & I'm busy enough, but you have asked a genuine question without abuse so I better respond, in kind:-) This is related to the basic problem of getting particularly bigger multi cyl 2 strokes to idle slowly & smoothly. The problems to be overcome are; (i) The exhaust is submerged & notwithstanding some bleed holes, at idle the exhaust sees quite some back pressure (e.g. see the water the bleeds spray) & that back pressure is "various" depending on how deep the leg is. (ii) Unlike a 4 stroke where they can just shut the butterflies & restrict the air/fuel going into the motor, the OBs can't because coupled with the exhaust back pressure they run the risk of back flowing or spitting at idle. (i.e. if they created a very high vacuum in the crankcase, with little air & fuel, as the transfer port uncovered the exhaust would flow back into the crankcase, rather than overcome the exhaust back pressure & go out there. It is likely to ignite the charge in the crankcase ) The fix is to keep a fair amount of air/fuel flowing through the engine even at slow idle. (iii) Because despite the throttles being against their stops, the butterflies themselves (or in some a bypass) still allow plenty of air into the engine which means it will have a very fast idle. (iv) The fix since very early on is to just keep retarding the spark timing at idle till a slow soft smooth idle is achieved. (v) A retarded spark timing has always been known to cause heat buildup, even in 4 strokes, however with an endless supply of cooling water & very low temp thermostats, the OBs have pretty much gotten away with it. Not so the motor cycles, they didn't have access to the sea water:-) so had to run much more normal spark timing at idle for fear of overheating & you could see it in there idle's performance, it was usually lumpy at best & terrible more likely. As a good starting point use anything later than 10 BEFORE TDC as being retarded enough to build heat. You have the manuals as I do, some like merc regularly give a number & it's invariably extremely retarded at idle e.g. a 200?? 12-15 degs AFTER TDC which is up to 25 degs later than it ought be, if heat buildup is to be avoided. Yamaha ?? The bigger Yamahas are around 5 degs AFTER TDC again well too late (15 degs) if piston heat at idle is to be avoided. OMC They don't tell, (that's why years ago you were so totally unaware that they even controlled idle speed almost exclusively with spark timing I still can't believe you didn't know that!!) However you can see how extreme the retarded timing is in the bigger OMC engines if you look at the pickup point timing, on some even that is still AFTER TDC or very close to it, now see how much further the system moves in the spark retard direct after the pickup point has been left??? I should thank you again for at least asking a real question so..... thanks, however again may I take it you still have no problem with the substance of the post itself?? if so I'll move on when I get a minute, busy busy busy, not fair:-) K. |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
K Smith wrote:
Billgran wrote: "K Smith" wrote in message ... This was because they slow the idle speed by using a very much retarded spark timing, Ok, Karen, give specifics, What is too much retarded spark at idle? List the top 3 makes of engines and what timing they idle at? Bill Grannis service manager Again you distract me from the Why Ficht failed threads & I'm busy enough, but you have asked a genuine question without abuse so I better respond, in kind:-) Bill asked specific questions. Your answers were non-specific, especially in relation to his questions. Conclusion: You have no specific information, only what you can clip, rewrite and introduce errors to, and paste. -- Email sent to is never read. |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
Harry Krause wrote in message ...
"K Smith" wrote in message ... Ok so it seems the basics from thread No 1 have been accepted without challenge?? The fact that virtually no one reads or comments upon the vomit you project here does not mean it is "accepted without challenge." It means that virtually no one reads or comments upon the vomit you project here or that virtually no one cares to get down in the muck with you because of your bizarre behavior in this newsgroup, or -most likely- no one gives a crap what you think you know. When I worked for GM, I specialized in Port Fuel Injection runability problems. Personally, I find K's posts, which btw are on topic, facinating. Everything she talks about brings back fond memories of studying chamber readings on the occilliscope, and comparing them with emissions readings... If you know what you are looking at, you can see that K is pretty much on the mark here with *MOST* of her theory. So go back to shilling the union threads Harry, hopefully most will ignore you there too... Scotty from SmallBoats.com |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
Backyard Renegade wrote:
Harry Krause wrote in message ... "K Smith" wrote in message ... Ok so it seems the basics from thread No 1 have been accepted without challenge?? The fact that virtually no one reads or comments upon the vomit you project here does not mean it is "accepted without challenge." It means that virtually no one reads or comments upon the vomit you project here or that virtually no one cares to get down in the muck with you because of your bizarre behavior in this newsgroup, or -most likely- no one gives a crap what you think you know. When I worked for GM, I specialized in Port Fuel Injection runability problems. Personally, I find K's posts, which btw are on topic, facinating. That's good. Frankly, I wouldn't trust you with a hammer, a screwdriver or a paint brush around my boats. -- Email sent to is never read. |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
Harry Krause wrote:
K Smith wrote: Billgran wrote: "K Smith" wrote in message ... This was because they slow the idle speed by using a very much retarded spark timing, Ok, Karen, give specifics, What is too much retarded spark at idle? List the top 3 makes of engines and what timing they idle at? Bill Grannis service manager Again you distract me from the Why Ficht failed threads & I'm busy enough, but you have asked a genuine question without abuse so I better respond, in kind:-) Bill asked specific questions. Yes he did, here they are again so wee can see that you are just lying again; as usual:-) " What is too much retarded spark at idle? List the top 3 makes of engines and what timing they idle at?" I answered with "specifics" but because you have no education other than bully boy union thug practice you can't understand. So that even a lying simpleton like you may understand I'll repeat. (i) Anything later than 10 BEFORE TDC at idle is worth looking into, in big OBs used for long periods trolling, which is still "some" load. (ii) In the original premises of my post I gave the manual numbers for the larger mercs, the Yamahas & the "pickup point" timing in the OMCs. So I assume they're the 3 'top makes" Bill was after??? Save I have a huge list of the variations for the myriad of different models. Your answers were non-specific, especially in relation to his questions. I think the answer(s) was pretty "specific". Given it was to someone who claims to be knowledgeable & well practiced in the art, it was certainly enough for him to be able to see the issues or raise whatever rejoinders he wishes. Conclusion: You have no specific information, Gee Harry the "information" was straight out of the various manuals how can it be more "specific". I even added an explanation for the whys & wherefores of the OBs using retarded spark timing to control idle, so he's got lots of ammunition if he wants to discuss it, which I'm always happy to do:-) only what you can clip, rewrite and introduce errors to, and paste. I never "paste" anything, these are not my ideas & as I've said around here they're in the category of common knowledge:-). Knowing there are a few smart cookies around the NG I certainly try to check manuals, texts & I certainly ask lots of questions of the blokes till I'm confident I have an understanding. I've never claimed not to look things up, these subjects are hotly debated even within the industry, however given that OMC went bust over it & now Bill is back telling pretty much the same spruiker lines, it's fair I at least try to convince even him of the reasons Ficht was doomed from the start & so is e-tech. I submit my track record is so far much better than his, & remember I always explained "why" I said ficht would fail & with idiot like you running interference for the dealers it got a bit lonely out here for a while. K I try to keep a little on topic material if possible so ..... Here's where this liar works, the lowest of the low, a spruiker for a union rip off, he works in the "PR" dept of a union, that about tells it all PR Contacts For media inquiries, please contact the individual listed below: Harry Krause ULLICO Inc. (202) 682-7957 Here's some of Harry's lies for you, just to bring back old memories:-) But if I may?? before you read; take a look at these passages from an article about the bent union rip off, who rip off other unionists, (honour among .......???) ULLICO Union Pension-Owned Company Set to Lose $20-$30 Million Its stock windfall from the bankrupt Global Crossing now gone, Georgine, former head of the AFL-CIO's Bldg. & Construction Trades Dept., blamed chief financial officer John Grelle for the losses. Days later, Grelle resigned in protest, blasting Georgine for not selling the company jet, which costs $3 million a year. N.B. Now did you see that!!!!!??? Harry as you'll see below "claims" his wife has a corporate jet!!!! He's making these stories up as the jealous junior mail person in the PR dept!!!! There was no indication if Grelle also called on Georgine and other union boss directors of Ullico to return the more than $6 million they made in inside deals of Ullico stock in 2000 and 2001. In the late 90s, Ullico was able to buy Global Crossing stock at its initial public offering (IPO) price. By 1999, a $7.6 million investment had mushroomed to $335 million. After pricing its own stock at a set $25 per share, Ullico directors changed the rules, setting a new price at the beginning of each year. So these rip offs were raking it in at the expense of the workers in many unions & I'll suggest that the fantasy boats that Harry claims are HIS OWN are in fact the play things of the execs of the insurance CO, I also suggest that's his only involvement is as the boat boy for his union bosses!!! Global Crossing spiraled toward bankruptcy, and Ullico's stock took a tumble, the Ullico directors who had bought their stock at $54 a share were given two opportunities to sell it back, the first time for $146 a share, the second time for $75. As Georgine and the other Ullico officials made $6.7 million in profits, the union pension funds that own Ullico could not take advantage of the same deal. And clearly they have a very well practiced liar in the PR dept mail room to help post out those bogus spin releases:-) [New York Times 3/28/03] Anyway back to the lies:-) Just to make your day, not only was I a civilian employee in SE Asia, it was in Vietnam, it was during the war against Vietnam, I did see some horrific sights and I was working at the time for a U.S. general. Is that straightforward enough for you, John, or is your amoeba still chasing your synapse I'm doing my part to ease unemployment. I'm hiring another writer for my staff. Will be putting the ad on MONSTER.COM and in the Wash Post. I need more staff because 2004 is a major election year and business booked to date indicates we'll be drowning in work. We need to hire a production coordinator, too. It has very little to do with the state of the economy, other than using it as reason to defeat Republicrap candidates. I'm doing my part to ease unemployment. I'm hiring another writer for my staff. Will be putting the ad on MONSTER.COM and in the Wash Post. We have first-class benefits, including a top-of-the-line health insurance plan, a non-contributory defined-benefit pension plan, a 401k, and a life insurance policy equal to annual salary. We contribute a share of profits to the 401k on behalf of the employee. Our employees pay $4.50 for generic prescriptions and $8.00 for non-generics, but that's going up next year to $10 and $15. New employees get two weeks vacation the first year, and that goes to three weeks the third year. In addition, we have 12 paid holidays and we shut down from noon on Christmas eve to the day after New Year's Day. We also provide 20 days of paid sick leave a year. And we have an outside company administering pre-tax flexible bennies for our employees. Our fringe benefit package follows the trade union model, except, of course, for the profit contributions to 401k's. Trade unions are not-for-profit enterprises. How do these compare to the bennies at your shop? Paid? Every year? I call "bull****". With 3 weeks vacation, 12 paid holidays, and 20 paid sick days that's 47 *paid* days off every year. Are they hourly employees? For a "small business", that's the road to bankruptcy. Boy...and you had me going there for a minute. Not quite so simple, though you are trying hard to make it so. Our business is up because we're on the cusp of an election year. Our business always goes up in a major election year. You could say we're going to be doing very well in 2004 because Bush is such a total failure. The 20 paid sick days aren't part of the "paid" days off unless those days are used. None of our people abuses sick leave. In fact, no one as yet has even come close to using 20 sick days in one year. They're there in case they're needed. Oh, I forgot. We also provide everyone with LTD. The company provides an insurance plan that pays 50% of an employe's salary for Long Term Disability. Employes have the option of purchasing an additional 16.66%, bringing their total to 66.66%. The basic benefit maximum is $4,000 per month. With the buy up, the limit is increased to $10,000 per month. Sure. I'm in the market for a new marine diesel of 420-480 shp. I'm especially interested in Volvo's TAMD74P EDC, because Volvo has had a lot of experience with electronic controls in that size diesel. I've dismissed getting a Cat 3208 TA because the technology is so old and because a couple of commercial fishermen I know who have had 3208's have, basically, burned them out. Thanks. Yes, Cummins is talked about favorably by some of the guys I've been talking to. Most of them have had experience with Cats, especially the 3208, and in recent years some have moved to Volvos. These are commercial fishermen, mostly, running hulls somewhat similar to what we're doing. No, the diesel is for a new boat we're having built. Hmmm. A fishing/day cruising boat with some range, nice speed, a real soft ride, offshore capabilities and sleeping/full head(with standup shower enclosure)/galley accommodations. Fiberglass, although the architect did try to convince me to go with cold-molded wood, which I do like. More specifically, I suppose, a lobsta' boat, sort of, if that brings up a mental image for you. She'll measure 36' sans a bowsprit x a little more than 12' in beam. The hull buttom is built down to the keel. There are no chines. The hull is efficient at displacement and planing speeds. According to the hull builder, if we keep the weight within certain limits, we'll achieve a WOT of about 37-38 mph, and a very easy cruise of 30-32 mph on a single diesel of about 420-450 hp. She'll cruise slow and economically, too. We expect a very smooooooooooth riding boat, able to take on a big headsea at a pretty good clip without beating up the folks inside. Fitting out a boat like this is going to be an interesting and stimulating experience. Basically, we get to spec everything and we end up with a custom boat It's Lou Codega. He's a widely known and respected naval architect. He does Regulator's hulls, too. He's done the Navigator 37. I believe he's also done designs for Carolina Classic. Cummins faxed me a bunch of computer generated data today on engine choices for the new boat. On the 36-footer, 16,000 pounds displacement: QSM11 635 hp, 36.3 mph WOT, 32.1 mph at sustained cruise, marine gear ratio of 1.77, turning a four blade 26x35 prop on a 2.50 inch Aquamet 22 shaft. Too much engine. QSM11 535 hp at 2300 rpm, 33.3 mph WOT, 29.5 mph at sustained cruise of 2100 rpm, same gear ratio, 24x34 prop. Right on the money. 6CTA8.3 450 hp, 30.6 mph WOT, 27.5 mph at sustained cruise, 2.00:1 gear ratio, 24x31 four blade prop on Aquamet 22 2" shaft. Cummins tells me its program is "about 8% too conservative." Looks like the QSM11 535 will be the right engine. Its fuel use is only a little more than the 450's and a lot less than the 635 hp engine. What I want is a 30 mph sustained cruise speed, and 535 hp will do it. Cummins also figured the boat at 1000 pounds heavier than our target, which is probably the smart thing to do. Besides, the QSM is a new, all computerized design. The hull form is what got to me. The boat has a substantial keel and it is a built-down keel, right to its bottom, not just "tacked" on. It backs down beautifully. And it seems to roll one heck of a lot less in a beam sea than the semi-vee 36 footers I've been on, and especially some large deep vee fishing boats of about the same size its been my pleasure to fish aboard. I believe it is a function of the keel and the really low center of gravity. Amazing, for a boat that is round bilged and fairly flat under the transom. No chines. Just splash rails forward and aft. A soft, soft ride...which is what I wanted. Here's just some of his prior lies (in his own words pasted); I sold off nearly $3,000,000 in new motors and boats, depressing the new boat industry in southern Connecticut for an entire season. Everything was sold...every cotter pin, every quart of oil, 30 days after I started. For near full-retail, too. He had just under $1,000,000 on floor plan with a syndicate of banks led by National Shawmut of Boston. He had been a solid customer of that back for more than 20 years and they gave him great rates. As far as your other complaints, well, almost every president in my memory, and I *remember* Truman, Eisenhower (who cheated on his wife), Kennedy, Johnson, Nixon, Ford, Carter, Reagan and Bush, lied and participated in deceit to one degree or another, and on issues far more important than who was giving them blow jobs. Good lord. I met *every* president in the damned group except Bush, and I worked once for his father. My father used to pray that the north shore of LI Sound would be hit by a mild hurricane. No one injured, no on-shore property damaged, but lots of boats sunk. Preferably early in July. We had the Hatteras for two years. Last year, out of the cold clear, a broker approached me with an offer to buy. Our continued Florida lifestyle was somewhat up in the air, because the two breadwinners hereabouts were about to be offered long-term but temporary assignments they could not refuse in the Washington, D.C., area. So, after being romanced a little, we sold the Hatt for almost precisely what we paid for it. Not bad, after two full years of use. And I mean full years. So, we didn't "make" any money off the Hatt, but we didn't lose any, either. The proceeds were prudently invested. The PWC was won as a prize in a raffle. Never mind that. Why does he have a Bilgeliner in front of his office? Is it a display of "Boating Don'ts?" Yeah, when we were in the boat biz, my father always had one or two "around the back" that he was forced to take in trade. These were sold as "as is, where is." He made sure the engine would start and run. Beyond that, it was up to the prospective buyer to decide if he wanted it. They moved off the lot pretty quickly, partially because my dad's main store was on a highly trafficked commercial route with lots of manufacturing and machining and aerospace plants near by. In those days, workers at these places could fix anything. Actually, Dipper, I don't think my father ever saw a Bayliner. But he still called bumpers bumpers. -- Bayliner wined and dined my father a half dozen times to entice him into becoming its dealer. His operation was the largest small boat dealership in its area of New England, and for 30 years, he was the *exclusive* Evinrude dealer in a densely populated coastal county. He also handled Mercuries. He never liked Bayliners, and referred to them as "jerry-built." From 1947 until he died, he sold more than 500 outboard motors a year from his stores, accounting for a reasonably high percentage of *all* outboards sold in his home state for those years. This is a killer. My father was in the boat business dating back to right after the Big War. When he died and I was looking through his warehouse, I found wrapped in a nuclear fall-out bag (no kidding), a brand-new 1949 Evinrude 8015 50 hp outboard. The motor was a gift to my father from Evinrude for winning some outboard stock utility or hydroplane race. I gave the motor to a friend of my dad's, who worked at the shop as head mechanic. I don't believe he ever used it and I'm sure it is still brand-new. I have no idea who might own it now. He also built boats, and I worked on a few, both wood, glass covered wood and all fiberglass. After he died, however, we sold the biz and I've just been an occasional boat owner. Besides, I worked off and on in the boat business and inherited it when he died. So, as I said, I'm knee-deep in boat heritage. Oh, and I had some friends who died in the service, too, but it wasn't for what they believed in. They were drafted, shipped to Vietnam and came back in body bags. During the war, he turned out experimental brass shell casings for the Army and hopped up outboards for the Navy, which wanted to use them on smaller landing craft. I had photos at one time of my father with Ole Evinrude himself. My mother knew one of Evinrude's wives...she was a minor movie star or singer...I forgot which. Maybe both. Have you ever sailed from San Francisco to Hawaii? I have. Have you ever rounded Cape Horn? I have, twice. Have you ever transited the Panama Canal? I have. Have you owned more than 20 boats in your lifetime? I have. Have you ever sailed large boats competitively? I have. Have you ever been hundreds of miles from land in a powerboat under your command? I have. My father and his chief mechanic once crossed the Atlantic in winter in a 22' boat powered by twin outboards. Yes, it is possible, even the fuel. Got a "fireboat" welcome in NYC. Here are some: Hatteras 43' sportfish Swan 41' racing/cruising sloop Morgan 33 O'Day 30 Cruisers, Inc., Mackinac 22 Century Coronado Bill Luders 16, as sweet a sailboat as ever caught a breeze. Century 19' wood lapstrake with side wheel steering Cruisers, Inc. 18' and 16' wood lapstrakes Wolverines. Molded plywood. Gorgeous. Several. 14,15,17 footers with various Evinrudes Lighting class sailboat Botved Coronet with twin 50 hp Evinrudes. Interesting boat. Aristocraft (a piece of junk...13', fast, held together with spit) Alcort Sunfish Ancarrow Marine Aquiflyer. 22' footer with two Caddy Crusaders. Guaranteed 60 mph. In the late 1950's. Skimmar brand skiff Arkansas Traveler fiberglass bowrider (I think it was a bowrider) Dyer Dhow Su-Mark round bilge runabout, fiberglass Penn Yan runabouts. Wood. Old Town wood and canvas canoe Old Town sailing canoe...different than above canoe Sometime in the early 1960s, I was driving back from Ft. Leonard Wood to Kansas City in a nice old MGA I owned at the time. About halfway home it started raining heavily, I turned on the wipers, and EVERY SINGLE electrical accessory and light in the car flashed on, there was a large popping sound and it all blew out at once. And the car caught fire. I pulled over to the side of the road, watched the fire, removed my license plate and hitched on home. For all I know, that old MGA is still there. Sure was a pretty little car. Puh-lease, Karen. You've not seen nor have I ever posted one example of my professional writings on building structure and the effects on it of hurricane-force winds and seismic activity. I haven't done any of these in at least 10 year, but at the time I was field researching, photographing and writing these reports, they were quite accurate, topical and well-received by their intended audiences. A small fleet of Polar skiffs were purchased by an inshore bait, tackle and boat rental business on the ICW in NE Florida. These boats were not used on open waters. Within 90 days, cracks developed in the liners that also served as the deck over the flotation in the bottom of the hulls. A guide I know, one whose boats and engines are supplied to him by manufacturers, also had a Polar skiff go bad on him for the same reasons -liner and then hull fractures. Harry has claimed to have a 20 yrs his junior beautiful wife, he even put a fake pic of a beautiful woman on a website once claiming it was his "young bride", he may have a wife, although I doubt it, we don't like nor tolerate misogynists for long. Needless to say he's made up many "dramatic" over the top stories over the years about this lie to feed his ego & pretend he's the centre of attention, but as with his boat claims & other crap, there's never once been even a shred of independently verifiable material. After he stalked Madcow in real life, which was most frightening, I do suspect he's very very dangerous & that this "bride" story is his delusional appropriation of his, probably court ordered, treating psychotherapist as "wife" (it seems he was under lock & key for what?? over a year??? a sexual deviant maybe??), have a read of just a small part of his BS & make up your own mind, it's all about free choice:-) 1. She *is* my bride. There are no rules that determine the end of "bride-hood." If I want to refer to her as my bride, I may. 2. As a professional writer, I know the rules of language and am entitled to break them in exercise of my license. 3. I doubt many married women would object to their husbands lovingly referring to them as brides. The connotations are pleasant. 4. She's 20 years younger than I am. Naw. What happened was that I handled a couple of "political" consulting jobs funded out of the DC area to help a few candidates and defeat a couple of ballot issues. Through no fault of mine, we won each of the races, so some of the deep pockets types based in the DC area think I actually *know something* about the process. I was offered a contract that requires my presence in DC quite frequently. My bride also was offered a job up here that represented a significant professional career move. So, we're "up here" much of the time and "down there" the rest of it, except when we're "somewhere else." I've been back to Jax (well, really south of Jax) five times since coming "up here" late last summer and my bride just returned from a business trip there. I swear this is true. Here's a funny. My bride had to fly out to San Diego Wednesday and hitched a ride on her company's corporate jet. They landed in Salina, Kansas, which is due north of Wichita and Skippy's suburb of Derby. So when she gets to San Diego, I get a call asking, "What the hell did you do in Kansas...we didn't fly over one significant patch of water...?" Harry, you make over 500 posts a week to this group and you don't own a boat? And why are you so crabby? Maybe these two factors are related? One has to own something to use it? Hmmm. My bride drives off in her car every day, but she doesn't own it. I'm not crabby. You asked for advice I gave you some. I questioned your wanting to take a very small boat out into high seas and suddenly you turned sour. It's your pot; you are the one stewing in it. No, it is the boat of a friend. It is a 24' ProLine center console with, if I recall, a 225 hp Merc on it. It was a dark and stormy day in January (1997) when we went out, but the sky cleared once we got out to the Gulf Stream. Bride and I caught and released: 1 white marlin 12-15 yellowtail snappers, maybe two pounds each. Pretty, pretty fish. Assorted red snappers 1 amberjack 2 jack crevalle jacks 1 snook Nondescript sharks Did you spend a year as a line psychotherapist at a 650-bed state hospital for forensic patients? Did you spend a year as senior psychotherapist at a county facility for substance abusers? Did you spend two years as chief of therapy at a private, 200-bed facility for the mentally and emotionally ill, at which approximately half the patients were trying to beat drugs or alcohol? Are you currently chief of therapy for a for a multi-practitioner practice of some 825 patients, about a third of which are seeking help for substance abuse problems? Licensed psychotherapist Screening as to character and background for each degree earned On-going screening by faculty while in educational system Interviews and screenings for required years of internships, plus, at the same time, supervision by a licensed professional. Close professional and personal supervision by a licensed therapist for two years of employment before being allowed to apply for licensure Licensure background check, submission of recommendations by licensed practitioners Four hour written examination on state laws Five hour written examination on diagnosis, procedure and practice My wife went through this before becoming licensed. Her final internship was as a psychotherapist at a 600-bed high security state psychiatric hospital where, on a daily basis, she was exposed to more danger than your average soldier. My wife worked for a year as psychotherapist in a Florida 600-bed state mental institution for forensic patients. She saw and treated numerous sexual deviants who do a bit more than expose themselves. Such "treatment" is part of being in the mental health professions. You see, I'm a nautical psychotherapist, and for only $125 an hour, until their health insurance runs out, I help Bayliner owners overcome their feelings of boatable inadequacy. She is a licensed, practicing psychotherapist and often tells me I am the sanest person she sees each day. Which can be taken any way one likes. 1. I'm married to a psychotherapist. Live-in therapy, dontcha know? And much of Freud is passe. My ex-wife surpassed the anti-Christ at least a decade ago. They're not actually "free" moments. I go to boat dealers to round-up Bayliner owners who are trying to find one who will take their own version of flotsam and jetsam in on trade. 1. The address listed is not a home address. It is an office. 2. I have three phone numbers. The phone number listed is not one of mine. It has never been one of mine. The phone number *did* belong to an after-hours message recording hotline my wife maintained for her most mentally disturbed patients. Some of these troubled souls were court-ordered referrals. *Every* call to that phone number--every call--was recorded AND because of the nature of the line, my wife had the ability to alert the telephone company to trace the phone number of every incoming call to that line, *even* if the person making the call tried to block his number. Why, you might ask? Because when you are dealing with suicidal people, they'll liable to tell their therapist over the phone that they are planning to take their life. If the therapist believes the threat is real, she or he will want to dispatch emergency srvices and perhaps the police. In the years my wife has provided this pro bono service, she has never received a threatening or abusive call from a mentally ill patient or court-ordered referral. However, after the ranking Flaming Ass of this newsgroup posted the hotline number in this newsgroup, she received a number of abusive, foul-mouthed AND life-threatening calls. These were mostly directed at me but, of course, I never received them BECAUSE (duh!) the phone is not mine and I've never answered it. Naturally, my wife alerted the authorities, with whom she works closely because of her court-referred patients. The authorities are investigating the callers and have involved both the FBI *and* authorities in other states, including Florida, Georgia, California and Texas. Working with the telephone company, the authorities have been able to trace the origin of virtually every abusive call. And, of course, they have the tape recordings of the abusive messages. Several suspects have been identified. I really don't know what the outcome of all this will be. We haven't had an update in several weeks, nor are either of us here that interested in the sleazeballs that would make such calls. The phone number, of course, is "wired," so when the obnoxious calls came in from the idiot rec.boaters, the numbers were easy enough to trace. The local police handled a complaint, the local telco was involved and when it was discovered the point of origin was out of state, the FBI got involved. At least one of the idiots was caught and prosecuted. As far as I can tell, he has not posted here again |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
Gene Kearns wrote:
On 25 Jan 2004 08:26:40 -0800, (Backyard Renegade) wrote: When I worked for GM, I specialized in Port Fuel Injection runability problems. Personally, I find K's posts, which btw are on topic, facinating. Everything she talks about brings back fond memories of studying chamber readings on the occilliscope, and comparing them with emissions readings... If you know what you are looking at, you can see that K is pretty much on the mark here with *MOST* of her theory. So go back to shilling the union threads Harry, hopefully most will ignore you there too... Scotty from SmallBoats.com I've probably missed most of this foolishness, having killed K's posts... I only see the flotsam, but it seems not much has changed. For example: (c) Old worn engines & new 2 stroke OBs allow lube oil into the combustion chamber, this has the effect of reducing the fuels octane rating..... One wonders what the "old 2 stroke OBs" did. I foolishly mixed oil in my fuel, thus causing it to enter the combustion chamber.... my bad. I have no objection indeed encourage those who don't fancy my posts to kill file me, as you have. However you need to read what I said before you still throw rocks. I accepted the old "mixed in the fuel" 3 strokes always put oil into the combustion chamber, but went on to point out that it was by design so the effects could be allowed for. The main point you missed was that it was in the fuel, i.e. it was consistently going up the transfer port into the chamber, whereas with the DFI it goes inconsistently, such that at low revs very little gets carried up then when suddenly spooled up the crankcase clears any "excess" buildup, it may or may not be a serious issue, however it's certainly a valid issue to address, given Orbital have been struggling with it since the early 90s (d) The very small amounts of oil stay in the crankcase & get hotter & hotter & hotter, ?? If the small amounts of oil "stay there" then they accumulate and there are no longer "small amounts." One wonders why the crankcase doesn't melt, since there is nothing to cool it. You know, somebody should think of a way to liquid cool the hot sections of these things. Gee you've been looking into my next Ficht threads Gene & thanks, the small amounts of oil getting hotter & hotter are an issue. Out of curiosity, are there any differences between DFI for the GM engines and the DFI used by FICHT? GM doesn't use DFI the only auto people currently are Mitsubishi & Mercedes & even then on one model only. The auto people realise that injecting raw unatomised fuel into the chamber is too risky for consumer usage over time. At what point does one consider timing to be too far retarded for idle conditions... and why? 10 deg BTDC but you can catch up on that in the other posts. What are the deleterious effects to the engine? The flamefront's propagation speed is dependent upon the pressure/temp combo, the "fire" in a petrol engine is very short lived so the heat dissipation can be controlled. In a two stroke OB the biggest surface is the piston & it's totally uncooled (e-tech are now trying to flow some air through tunnels in it but that won't work either). If the spark is too late the burn instead of seeing a rapidly increasing chamber pressure see a constantly reducing or static at best pressure as the piston goes down, this slows the flamefront meaning much more time for the piston to absorb heat, & given it's all but totally uncooled, that heat can make the piston very hot, hot enough to exceed the auto ignition temp of petrol (250c, 420f) & that leads to detonation when the engine is quickly spooled up. How many incorrect premises does it take to make a conclusion incorrect? PS This has nothing to do with Harry, as far as I'm concerned. This is about a poster that has boasted that she can post what she wants, when she wants.... "you're not the boss of me".... Yep that's right you control freak. knowing that her 850+ line, mostly OT, diatribes inconvenience and likely cost other posters money, Desperation stuff however if you stop the OT posts which certainly exceed anything I post them problem solved, mine will stop also:-) since they are forced to download the chaff with the wheat. This is about a poster that says screw you, I'm going to post the same 850 lines of crap along with half truths Half truths?? gee that's generous Gene as far as I or anyone else can tell they're all just outright lies, not a single word is mine they're ALL Harry's own lies. and irrational conclusions... hate mail about a particular engine configuration. I don't get it, maybe you do. Candidly I can see why you're not gettin' any, you're another bully boy control freak, so just kill file me that's all, problem solved. This is no more on topic than screaming, "FIRE," without just cause, during the movie Inferno. It is trolling, pure and simple. Gee lets see there was a ficht fire at OMC, over 7000 casualty jobs & US$1.3 bil of retirees' money!! If only they'd cleared the ficht theatre when I first said "hang about; lean at power, low pressure DFI, poor atomisation & iffy spark timing then no oil???" I smell smoke, smmmmoke; ffffffire, ffffffffffire, FFFFFFFFFFFFIIIIIIIIIIRE!!! Talk about a tragic movie:-) I warn the crowd again e-tech's claimed improvements absolutely confirm the original assessments were correct & ficht was doomed from the start, they were experimenting with consumers' money!!! Again we say they still won't work!!! not no how. To find out the hows & whys you'll need to read the rest of the Why Ficht failed threads, oops alas mean Gene will not be with us. What a shame:-) K |
Why Ficht Failed No 2 (octane, propa speeds, oil dilution)
K Smith wrote:
Harry Krause wrote: K Smith wrote: Billgran wrote: "K Smith" wrote in message ... This was because they slow the idle speed by using a very much retarded spark timing, Ok, Karen, give specifics, What is too much retarded spark at idle? List the top 3 makes of engines and what timing they idle at? Bill Grannis service manager Again you distract me from the Why Ficht failed threads & I'm busy enough, but you have asked a genuine question without abuse so I better respond, in kind:-) Bill asked specific questions. Yes he did, here they are again so wee can see that you are just lying again; as usual:-) So, how much booze do you drink a day? And how many times do you shoot up? |
| All times are GMT +1. The time now is 07:32 PM. |
Powered by vBulletin® Copyright ©2000 - 2025, Jelsoft Enterprises Ltd.
Copyright ©2004 - 2014 BoatBanter.com