Quote:
Originally Posted by Logic
When the wheel was invented no one did any 'Energy required to move a load of x kg y km before/after tests.
Why; because it was so much of an improvement that it was obvious to all.
I tested on a seized engine that had been 'quick fixed' by hammering the pistons out, honing the sleeves and slapping the whole mess back together.
Before the BA the car could do 80 km/h and you could not see out the rear-view mirror for smoke.
After; speed increased to ~140 km/h (rev limited) and you had to tailgate the car (driven hard) and look closely to see any smoke.
The car continued in this state for years and was eventually stolen in Cape Town.
Perhaps you have some insight into some other miraculous reason this happened as I was driving the car?
There are similar accounts by others here:
https://www.team-bhp.com/forum/techn...ngine-oil.html
What I find... 'interesting' is your seeming opposition to people trying this in a car whose engine is about to be rebuilt anyway.
What's that about..? 
What do you have to loose from that happening?
vs
What you, and everyone, has to gain if, by some miracle of science, it does work??
I really don't get it.
Anyone..?? |
1) So, every time you post, you provide additional snippets of your original experiment, and after many weeks now, I still do not have a clear and total accounting of the conditions under which you experienced whatever you experienced.
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2) You had some worn-out, 1,200cc Toyota, 'blue-smoker' with low compression, that couldn't do any more than 80-km/h, on a rough tar road, somewhere in South Africa, No date, No time of day, no weather data.
3) We don't know anything about your tires, or cold inflation pressure, how you drove the car, how long you drove the car. SAE 20W-40 is Toyota's recommended engine oil?
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4) You ridge-reamed the cylinders, banged out the seized pistons, took a hone and properly cross-hatched the cylinder walls, with the proper 'grit' stones.
5) Did you install new piston rings?
6) Did you perform a 600-mile ( 965-km ) engine break-in on the new rings?
7) Did you perform the recommended break-in oil change @ 965-km?
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8) Are you aware yet that, the surface 'slipperiness' under the oil film makes no difference to 'engine friction'?
9) Did you 'talk' to your boric acid, and instruct it to form 'only' the micron thickness you speak of, when 'plating' the cylinder walls and piston?
10) Do you not think that the 'new' piston rings and honing had something to do with restoring the mechanical efficiency, volumetric efficiency, and brake enthalpy efficiency of the engine, and the oil consumption?
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11) The engine performance held for 'years.' Then car was stolen in Cape Town, so data ended there.
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12) We're looking at, at least five (5) unknowns for the project:
A- original compression ratio.
B- compression ratio after 'overhaul'.
C- effect of boric acid additive.
D- seasonal effects of atmospheric differences to the performance of the Toyota during the span of the 'project.'
E- Testing methodology.
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13) In a 'perfectly' operating vehicle, even switching to an ideal, Pascal lubricant, of 'zero' engine friction, the car's performance could not be altered by more than, less than 3%.
14) The Toyota's mpg, alone, will vary by 20% on any given day, without making 'any' modifications at all to the car.
15) 'Closing' down the internal clearances of the cylinder / piston / by a few microns would be insufficient to alter the engines compression ratio enough to increase torque or horsepower, such to 'explain' a higher top speed.
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If you kept a journal of the Toyota's 'testing' parameters, we might be able to reconstruct the 'conditions' under which you experienced your 'results.'
Presently, there are just too many unknowns in existence, making it impossible to prove 'causality', one way or another.
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* The 'pin-on-disc' lubricant tests have no bearing on automotive lubrication.
* 'Nano-boric acid / carbon nanotube / carboxylic acid / pin-on-disc / bronze specimens' have nothing to do with automotive lubrication.