trainfan1 wrote:
K. Smith wrote:

trainfan1 wrote:

K. Smith wrote:


That's the exact issue runaway your marketing is based on your
"claims" & every single time they're independently tested (so far)
you are found out as fudging. When independently tested a Merc made
the claimed 250HP (+),




On premium fuel, required, on a factory hopped-up motor...



The article makes it clear the Bomb people were there prepping their
motor also, so I'd say it's independent testing, the losers will
always have the dealers making excuses. In this case the Bomb engine
was 13HP below the Merc that's a fair bit of HP.


a Yamaha was slightly under it's claimed 250HP & your engine Co's

was way down on HP & to some users more importantly; torque.




BUT the peak torque comes in at a lower & more usable rpm...



I think that's a fair comment & probably it would have been relevant
if the engine made the claimed HP as the others in the class did, but
when it's only a 239HP engine it sounds like the dealers are trying to
still sell no matter what???

Remember these engines are thousands of dollars dearer than the
competition, not hundreds but thousands!!!! Where is that extra money
going?? certainly we can't see it going into the engines which are
simple old style 2 strokes with a ficht injector system??? No multiple
variable timing cam shafts,multi valves per cyl,super chargers,world
leading & proven GM technology base?? none of that with these super
priced whipper snipper motors.

The clear suspicion needs to be that the "extra" money is being thrown
at the dishonest dealers so they'll flog them & say/do whatever it
takes to make their windfall profits. There's no way the dealers or
bomb will ever admit any of this indeed the rebate, subsidy, training
BS money return schemes are so well hidden not even dealer staff are
aware. The same marketing ploy was used to flog the Fichts & the
dealers of course even in this NG denied it all day long, till the
bankruptcy court uncovered the truth when the dealers tried to recover
the kickbacks. Which was Her Honour found the dealers had extracted
30% post retail sale kickbacks & that they were never entitled to
them, indeed we were hoping she'd refer them for resale price
maintenance:-) The dealers were flogging known defective ficht engines
for extra money (one even made it clear they'd said they'd stop
selling ficht unless they got bigger rebates etc).

Now these dealer idiots think they can run the exact same scam &
nobody will say anything??



A name change doesn't clear the slate,




It's more than a name change - & you know it... actually you probably
don't...



It's nothing more than a name change, all the claimed "improvements"
are about trying to get enough engines to hold together long enough
that the dealers will sell sell sell for their super markup??.

How does a treated bore stop detonation??


Better & more even heat transfer to water jackets eliminating hot spots
in the chamber.

I disagree Rob in petrol engines the burn is all done & finished before
the piston leaves TDC so the "chamber" has effectively no "bore" in
play. As for the coating there is no indication it's better at heat
transfer from the rings (hopefully the only heat bridge available). It
would seem that the Ficht melted pistons & scored bores are behind this
more faulty ficht thinking. They are treating the symptoms after
detonation damage & not the cause, which is the detonation itself.



How do high melting point pistons stop detonation???


Endothermic friendly metallurgy promotes heat transfer from hot piston
centers & to cylinder walls & water jackets. Lowers & evens cylinder
temperatures reducing detonation.

Well that's not what NASA say about their alloy & not what Bomb say all
the time they highlight the new alloy's ability to withstand very high
temps. Again the symptom is melted pistons so they think making them
less likely to melt will help, not so. A proper petrol mixture will auto
ignite at about 260C which is well below the danger temp for most
ordinary aluminium alloys, that's why every single big engine maker,
except yours, uses it.

If the chamber has any part of it above around 260C then the fuel mix
will auto ignite which then quickly degenerates into full on
uncontrolled detonation.

So again my position is they're just trying to make it strong enough to
hang together through that detonation period. I suspect some more will
but enough won't that it's a dead technology.



How does high temp oil & then even less of it stop detonation??


Low ash high temp oil has a higher flash point, resisting
combustion/dieselingsyndrome, reducing detonation.

Again you seem to be admitted excessive heat being present?? & that's
the issue. Once the piston is overly hot detonation is a consequence.
The baked oil they were finding behind the rings isn't the cause of the
failures it's just another symptom of an over hot piston which when
suddenly fed full mixture lapses into full detonation.


How does an impact injector/garden hose nozzle combo provide enough
atomisation to stop detonation???


It doesn't. The combination of chamber shape, heat dissipation,
cylinder, piston, & head materials, as well as coatings, all affect
flame travel, & tendencies toward detonation or not.

When in lean mode there is no flame travel & this is bomb's claim. They
admit the mixture is so lean it won't ignite unless directed at the
continuously firing plug. (almost so; the pin stops a direct hit). The
mixtures are so lean in any other situation they just wouldn't ignite
(35 or 40 to 1???? when they came out they spruiked 40-1 till people
started telling them that's not possible to safely ignite & as we all
now know; it wasn't)


The injector
system, however you may "want" to characterize it, is at the end of the
whole process. Controlled by a properly programmed ECM, the injectors
should provide an optimum charge, atomized enough for good combustion,
and in sufficient quantity for additional cooling of the
compression/injection stroke, with proper droplet size, all to attain
stoichiometric proportions in the approach to complete combustion. This
is the balancing trick - and hence the other tweaks - the lean charge
must also be enough to complete the cooling process too.

The lean charge as you call it is so lean there is no cooling at all,
lean mixtures have always blown engines by slowing the flame front way
down, this results in heat buildup in the chamber. No detonation when
lean there isn't enough fuel to do it, but once the engine tries to
revert back to full mixture mode (say after 2000rpm) then the hot
chamber (piston mainly because it's totally uncooled in any manner)
allows some autoignition which quickly builds more heat then that
particular cyl lapses into full detonation & the game is over.



How does running an engine at power on hugely lean mixtures stop
detonation??


This is the balancing trick - and hence the other tweaks - the lean
charge must also be enough to complete the cooling process too.

it caused the base heat buildup that starts detonation.

Lean mixtures can make exhaust temps cooler because there is less fuel
to burn but the burn is so slow that the chamber walls get hot.


How does a beefed up huge extra drag gearcase stop detonation??


Keeps the Sidewinder/Switzer kids from picking this model to run WOT all
day long up on a jack plate...

Or again it's treating the symptoms the OMC gearcases were always not as
good as the rest but the detonation thumping from Ficht smashed them
even more, so again the "fix" is not to deal with the detonation but
make the gearcase bigger?:-) If they were not seriously trying to
deceive boaters again it would be genuinely funny:-)



The answer is none do: all those things are a lame (is not an MP3
emulator:-)) attempt to make the engines able to withstand the
inevitable detonation consequences when run lean at power on poorly
atomised low pressure injection with very questionable lubrication.

Thanks for the E-Tec spruik Rob but hey I'm sure you got a lucrative
deal to fit them?? much more dollars than the other brands???


You REALLY don't know me...

but what is it to your advantage to de-spruik something you don't
understand?

I'm happy to have my record on the understanding of ficht stacked
against any other "published" material you can find, this NG should also
be proud because despite it being a long & sometimes messy process we
predicted ficht failure before there was enough of them failing that the
dealers could no longer cover it up. Those dealers abused us for even
discussing the Ficht & of course the usual non boaters like Kruase etc
did their usual dealer groupy acts. Now you'll find others explaining
the risks of running lean at power & I'm glad of it.

K


Rob




K


Rob