NoLimits

Your dampers have been installed upside down. Turn them over so the body of the unit which is narrower is at the top.

Cheers Mark - great day. Hope everyone enjoyed the rides 😬 Some of the reactions were - well lets just say unreapeatable on a public forum

Regin Do you have the software version also?

Garth's is likely to be a 992.

9am ready to walk track. Lots of practice as we have quite a few spaces empty. Yes as long as arms and legs covered its fine. Suggest coats to keep warm while watching others. Food and drink.

Re Daves coolant sensors they would get reset by the upload of the new map. Make sure to backup the software and map on the borrowed ECU

Yes Yes Yes - saw that one coming 😔 Actually I thaugh Mr margel was about to post the same once I got to the "immoral" word

I can help out here or you can speak direct to SBD. But they are manic at the moment. It is not a simple upgrade from the 967 to 9A4 (Which I have a new one sitting on my desk) which is only £550+vat. The pin outs are all wrong and effectively the engine loom will need a fair bit of switching around. It can be done but not easy. Spoken to Steve about this previously for a customer who wanted launch and TC. The best thing to do is find someone with a similar car and just switch ECU's to see if it will run the other car - therefore it is or isn't the ECU. Even if the map is not bang on it should start. Please feel free to call me if you need to. Details below.

Hi Phil - you will need helmet and overalls but no timing takes place. Simon

Oh yes - I was in charge of the tape measure

Nigel I'll ask the following as I do not fully understand and I know your background and that you do 😬 So if you get localised boiling within the engine say alongside the combustion chamber it creates a gas as I understand it and this then effectively mixes with the liquid and is carried around the system - but the gas is not fully re absorbed by the liquid and this is why you get pressurisation at temperatures below 100deg. I certainly know my K would always pressurise. By the way I take it thats not Chris - a new CaterBram (not jr)

Dai Nelson must have employed young Al Calvert to spanner check all the relevant bolts before he emigrated as some were so tight I nearly had to get the scaffold pole out So flat floored, string lined and cambered - this service normally costs its weight in gold from Meteor but Mrs N suggested the longer I keep him out of her way the better You have to keep the powers at be happy don't you. Wouldn't want a grumpy TM would we Edited by - nolimits on 23 Apr 2013 22:29:52

I've not seen inside enough engines to comment on that but I have seen the ball bearings in the test dishes in the lab at Evans with all the varying water, 50/50, PowerCool etc. I have no reason not to doubt the info provided and I could clearly see the difference. The fact that a split hose un pressurised or split rad with the product inside still allows you to get home or complete a days competition is also interesting. Anyway it worked for me last year and certainly saved my engine on one occasion!

Weather is warming up and you will get loads of track time! Plenty of space available. Remember this is not about just going around and around. Even the overall Club Champion has been twice Mind you he did go 3 seconds quicker after the first time 😬

So the lack of pressurisation and corrosion is not advantageous?

here is a link to my Dropbox pdf file.

Sorry for the delay in replying but as you will see below Evans Response is quite detailed and lengthy. Posted below is the introduction only. I have technical responses to all the No Rosion report so called findings. But I fear its to lengthy to post here. I have 8 pages all to gether. You wil find it posted on Meteor's Website or I am happy to email people. I have the text below in a pdf if anyone would like a copy. Evans UK - A detailed response to No-Rosion Introduction and the need to respond ... Evans Waterless Engine Coolants represent a major evolution in engine cooling technology and from NR's point of view a direct challenge to their business and 100 years of 'water-based' thinking. Inevitably there will always be contrary responses when a revolutionary product or idea comes to the fore. Marconi, Edison and the Wright brothers all had their inventions scorned before they were accepted and whilst including Evans alongside such illustrious names could be considered indulgent, the point we wish to make is clear. Evans would always urge potential adopters of any new technology to verify the facts with a suitably qualified source and be wary of commercially incentivised bias or hearsay. Fortunately a significant number of individuals, race teams, fleet operators and manufacturers have taken the time to thoroughly and diligently evaluate Evans WEe. These include many well known and highly respected engine designers, builders, tuners and restorers from the aeronautical, automotive, bike and heavy duty diesel sectors. Evans recent appointment as a technical partner to Honda and the use of Evans WEC in their engines provides another excellent point of reference and 'one in the eye' for unqualified cynics and those with an axe to grind. To find out more about Evans technical partners, distributors and advocates please visit www.evanscoolants.co.uk Evans usual strategy is not to engage with subjective forum hearsay or respond to documents that contain errors. Instead we prefer to focus our efforts on presenting detailed technical information, corroborated by hard-data and highly credible points of reference, to those who are intent on making informed decisions. Unfortunately the NR document is doing the rounds and contains many inaccuracies mixed in with a few facts that have potential to cause confusion. So on this occasion we feel it is prudent to flex this policy and quash their claims in a constructive manner. Competence and Credibility aligned with Due Diligence ... In 2011 Hydra Technologies Ltd. was appointed the UK licensee to manufacture and distribute Evans WEC throughout the UK, Europe and Middle East. HTLs core business is the formulation and manufacture of specialist heat transfer fluids, supplied to OEMs, distributors and end users in the Refrigeration & HVAC, Solar Thermal & Geothermal sectors. HTL also designed, built, installed and operated large fluid processing equipment for Pepsi- Walkers and Co-Op dairies. Via its Marine & Offshore Supplies division HTL has extensive experience in designing and packaging mechanical and marine equipment, including; engine driven generators and fire-pump sets, process cooling, filtration and fresh water systems. Prior to establishing Evans UK HTL spent 14 months in due diligence reviewing all the data and test reports, collated by Evans USA over an 18 year period. Similar due diligence procedures were subsequently performed by Allianz (product liability insurers) and UK Steel Enterprise division ofTATA (share holding investors). It would be reasonable to say, that none of the above mentioned companies would have proceeded if the product was flawed in the way NR purports. Formulated from experience ... Jack Evans and Tom Light, the men who perfected Evans WEC, are innovative mechanical engineers and their specialty had been the design of high performance engine cooling systems. For many years Jack and Tom improved pump and cooling system design for a wide range of racing and production engines, working with Nascar, Ferrari, General Motors etc. During this investigative era they confirmed that water-based coolants were often restricting engine performance and operating outside waters physical and chemical limits, even with additional pressure and inhibitors added. By replacing water with 100% glycol they eliminated the boiling and vapour issues, but were unable to remove sufficient heat energy to prevent a gradual increase in engine temperature. Over several years, experimenting with various glycols, synthetic and organic diols plus non-aqueous corrosion inhibitors, Jack and Tom formulated a patented WEC that; is non-toxic, has low viscosity, boils above 180°C, protects below -40°C, has low vapour pressure, doesn't retain dissolved oxygen and has very low electrical conductivity. All of these properties combine to ensure Evans WEC eliminate the boiling, corrosion and erosion issues associated to water-based coolants, whilst effectively cooling the engine. Empirical versus theoretical... Engineers often request Specific Heat, Thermal Conductivity and Viscosity data from us which is logical, but for Evans coolants can be misleading. Water has the best heat transfer characteristics (provided it is water not vapour) and theoretical calculations often indicate that using Evans will require a larger cooling system. This is the undoubted reason why OEM design engineers have persevered with water for all these years. In reality the 20 years of empirical data gathered by Evans proves there is much more going on inside an engine cooling system than Q = M x Cp x ~T might suggest. Therefore we would always recommend testing Evans in a working engine to fully realise its extensive benefits. Steve Hickson Managing Director

The results reflect my post of what should happen. Coolant would remain the same as the thermostat has an influence. Actual engine temp is lower (reflected by the oil temp) as the Evans has better coolant properties at high temps near the liners etc. It remains in contact with all surfaces and doesn't boil.

😬

I have spoken to Evans and they will provide me with a description of the material contents which I will then post here, I don't expect them to provide the full formula as that would obviously be giving away their income. Most of the information you will find will be old information posted in the US many years ago. Yes they did make a product years ago that was to thick to pump around the system - it didn't work. Its no longer sold and was never produced or sold outside of the US. I'll get back to you when I have the info. They are very helpful guys and a British company to all intents and purposes. The US side operates in the US only the guys in Swansea have the product for the rest of the world.

Technically you should see a higher temp on the coolant coming out, but the engine should actually be cooler (as the Power cool takes the heat away more efficiently due to having more contact). However I'm not sure you would actually see these differences on any gauges as the thermostat has its influence also. What you won't see is any pressurization

3 Places remaining.

Not quite Bucks but worth the trip to Andy Jupp at PGM in Partridge Green. http://www.pgmsussex.com/index.html Unit 7 Star Road Industrial Estate, Partridge Green, West Sussex, RH13 8RA

Hope those prices are for a pair