Steve Morris has recently done a video on welding badly damaged LS cylinder heads and replacing the valve seats. Seeing that you successfully welded the block for the volvoghini, I think that you would be able to do it. Best of luck with the rebuild!
@@Coombsly Das Risiko besteht darin, dass sich die im elementlegierten Gefüge eingebundenen Wasserstoffatome zu H2-Molekülen und größeren Gruppen zusammenlagern können. Dies führt zu Schmelzzonenrandlunkern. Deshalb ist eine Mindestmaterialtemperatur erforderlich, die es dem Wasserstoff ermöglicht, gleichmäßig verteilt zu bleiben und somit das Gussteil nicht zu beschädigen.
Great to hear you already started making plans for the repairs. Sleeving does seem to be the best option indeed. Specially as it also allows you to salvage that second block. Best of luck, and thanks for sharing!
@@UKBUILT Das liegt daran, dass Vibrationen im Ansaugsystem und im Zylinder, wenn das Einlassventil offen ist, bei akustischer Resonanz dazu führen können, dass das Ventil wie eine Fahne im Wind flattert. Ein Druck von +2,7 Bar im Einlass und eine negative Saugkraft von -3 Bar unter dem Ventil entspricht können sich beim Schließen bis zu verzehnfachen. Dann wirken effektiv 60 Bar aus dem Kanal in den Zylinder, dessen Kolben, nur wenige Grad nach dem unteren Totpunkt fast stehend, aus Angst auf die Kurbelwelle schlägt, bevor überhaupt eine Zündung stattgefunden hat.
You know i have realized that through your channel and the comments i am always learning things. I really enjoy seeing the technical stuff and gaining knowledge.
Mir geht es ähnlich. Als ich den Kommentar über Silizium im Aluminiumgefüge las, habe ich bezüglich des Wasserstoffaspekts im Gefüge geantwortet. Jedoch habe ich bewusst die Möglichkeit außer Acht gelassen, dass auch ein Problem mit der Existenz von SiO2 an diesem Silizium bestehen kann. Wenn sich an SiO2 noch H2 anlagert, resultiert dies in einem Kristallwasserproblem, das eine erhebliche Festigkeitsabnahme und eine hohe nachfolgende Korrosionsrate zur Folge haben kann.
Peter, about polishing out the ports, I think you will find that very polished inlet ports can cause fuel dropout - a little roughness helps the fuel to stay atomised. Exhaust ports, I am not sure! Love what you are doing and I am very excited to see this car running again - maybe you could allow fan funding? I think many people would like to help you on this extremely cool journey.
If you use the cylinder head from the other engine I would try to machine and polish out the scratches. Sharp edges create "starting spots" for detonation. It is best to make them as smooth as possible to reduce risk of knock. the compression rate will be slightly lower which is no problem.
Most of these blocks that I have seen have broken after the steel sleeves were inserted during assembly. The standard blocks are good up to max. 1200 hp, after that you should rather switch to billet. best regards
That other broken block is a good opportunity to use it as a "practice block" if you use your CNC to bore out your main block. No time like the present to pick up a new skill. The damage to the squish areas on the spare head probably won't interfere with the piston at all, just make sure no sharp edges to cause preignition or break off into FOD. Machinist might say to fill it with weld before surfacing.
Commenting for the algorithm. Hope you get more exposure and ultimately more adsense revenue to finance the rebuild. Truly appreciate your channel and the content. Keep doing what you do
hey dude, i love your content style. quality audio, nice visuals. no random music playing all the time. in depth views into repairs. when your car broke you didnt just call it a day, you stuck around and got some nice footage for us. cheers from australia
Hello Hello From Canada!!! You should contact Dallas Performance to get a set of their ductile iron cylinder sleeves that they use for their billet blocks. Because their blocks should have similar dimensions, the sleeves should be already to be pressed in your block after your machining is done. I hope you have good luck. stay safe, stay healthy and are as happy as you possibly can be in all your future endeavors. Go fast!! 🤘😁👍
Loving this content, you're an inspiration. As far as I'm aware you can reuse that head from the second engine after a slight resurface. As long as it doesn't have drastic peaks, there should be no hot zones during combustion. I've done it with no issues on an M52
Always enjoy your matter of fact analysis Peter, Whether at a car meet explaining what you are looking at, or here displaying your engineering prowess. Chin up and look forward to hearing the V10 running again. No doubt modified and better......Ivan
Hello Peter! I think that cylinder gouge could possibly be welded and rebored with great care taken not to cook the cylinder wall in one spot. You’ll get there mate, all the very best for the future of this build!
Always enjoy your videos and your enthusiasm. Not being an engine builder, but I’d think that any “scratches” or “imperfections” in the squish area could cause Pre-detonation. Please correct me and explain why not.
Peter... You are some kind of a professor on this jungle of elektronics, controlling everything. I, for myself keep it simple as possible, and most mechanical. 😄
Been watching for a few years now and always enjoy the video's. People suggesting you LS swap the 240 MidVo just don't get it. That would be like telling Bad Obsession Motorsport to just put an R1 bike engine in Project Binky. Some people don't understand that doing something different is difficult, but that's part of the challenge that makes it so rewarding.
Please keep up with the updates, definitely my favourite channel! I learn a lot from them too. Im also going through catastrophic engine failure atm as well so this video is very relatable 🤣 melted two pistons, injector tips, hole in the block and a snapped valve (m57 with hybrid turbos for those wondering) also out budget on it as well so not fun 😅
Great idea to "practice" on the damaged spare block, nothing to loose and to get experience learn from it. I would tidy up the spare head with the slight damage and then decide if it was going to be for the number one engine or the spare engine head, I bet it would be fine. Thanks for putting up these videos, thoroughly enjoy them!. Steve,
I would contact a couple of tuners that already have set records with TT Lamborghini's Like UGR racing in the states, they go from 800 to 3000 hp they also sell components and have a lot of knowledge on solutions so you dont drop a valve again, good luck always enjoy your videos,
UGR would not help me at all. The do not sell any components or give out any info. They only do work on cars in their own workshop if you send a Lamborghini or Audi R8 to them.
wow, quite a lot of work ahead...go on Peter! Amazing that how many different tuning software are needed for this setup! Really hats off for making it work :) Thanks for the video, good one again! :)
Hey up peter nice to see the rest of the pull down and your upbeat feelings, i think you have got this but will take one long winter and then your beautiful car will be so sorted, good luck mate and looking forward to whatever you show
Sorry to see so much damage - good job you heard it and stopped before any more was done. Any thoughts on why the valve broke? Can you crack test valves before you put them in?
I enjoyed this video alot. I used to live in Kautokeino Norway. Not far from you. Your accent is similar to English speaking Norwegian people. Thanks for the tech talk. Kind regards Rex in New Zealand
I don’t know anything about anything but imho you can machine a layer off from the "squish" area in the other engine you had for spare. It will lessen the compression ratio, but you can throw more boost to fix it.
Different is always interesting. No one else in the world has the same car. This thing is amazing. Too bad it blew up. Thats a bummer but give you more content lol. Thanks for all the vids.
Be careful with the transmission tune, Have to be careful with clutch pressure's/timing. I build these transmissions and there were some tunes from very well known Vendors here in the states that were cranking the clutch pressure's too high and causing the Dodson Billet large clutch basket to break. If you don't have it the newest Dodson Clutch setup uses Springs in between the clutch plates to help with high rpm shifting/clutch plate drag. Driveability on a Dodson 10/10 clutch with these wavy springs is 100% like stock as well.
I have seen some crazy cylinder head repairs done over here in the US. huge amount of welding done and it doesn't seem to compromise the aluminium. Steve Morris race engines, Headgames, pete Harrold race engine to name a few shops that post their work for people to see. Hope that helps. your build is awesome
Hi Peter. Obviously quite a lot of damage! Do you think the primary failure was the valve seat dropped and everything else was unfortunately secondary or subsequent? May initial impression would be to replace head and sleeve the block? In the UK I can recommend Westwood Liners UK, the MD is Duncan
Another channel I watch M539 had his alusil block sleeved. It did not end well. He used the stock alu pistons and the difference in thermal expansion between steel and aluminium caused the engine to seize.
Dare to be different! Insane project considering all the electronics. It should be a weapon when you get it up and running again. Keep up the good work, thanks for sharing :D
Man, I know we don't get to see it but it must have been devastating working so hard on getting the car ready and running just to ruin the engine like that, especially when its no fault of your own. Glad to hear the project is gonna keep moving forward, have fun with it ^^
Im Video um 23:00 ist ein Pleullagerbild zu sehen. Es zeigt die Signatur einer sehr hohen materialakustischen Stehwelle auf dem Pleullager, die zwar sichtbar, aber aufgrund ihrer Erzeugung durch eine longitudinale und sehr laute Materialsignatur nicht fühlbar ist. Wird ein Bauteil nicht harmonisch zur Planckmasse multipliziert mit einer Primzahl konstruiert, treten unerwünschte Schwingungen auf, die die Qualität des Rundlaufs und den Wirkungsgrad leicht bis fatal beeinträchtigen können.
since its kind of a common issue on these v10's and the valve guide was still ok and was a clean snap it sort of feels like a harmonic issue with the cams, i would be interesting to put a couple of knock sensors near the middle of each head to see if there's a odd delta resonance causing strange valve vibration.
I'm planning to sleave my V10 on my CNC 😎 your blocks in better condition than mine. I had to do alot of research into the piston and liner materials, the pistons are iron coated on the thrust faces. Most people that sleave them run billet uncoated pistons. I was planning to try the standard piston in a ductile iron liner. Some older engines used iron pistons and iron block, the risk is gauling of simular metals. I would be interested to see what you do with yours 👍 Good luck 😎
My friend had his Aluminum Keith Black hemi welded back together after throwing a rod through the block, no problem welding that head back together, I would put sleeves in the block to repair it, make it stronger
I'm sorry to see that damage, I can feel the pain. I think if you can machine the block yourself maybe is doable, otherwise I tend to chose an used engine. With that debris running everywhere it's risky without changing like everything and I think will be too much expensive. Rick from REPerformance have parts for sale, get in touch with him Wish you luck man!
Very interesting, scary how much damage there is, but I am sure you will get it going again and it will be awesome. I wouldn't be watching if it were an LS, that wouldn't interest me at all. Good luck Peter, best wishes and I hope you are enjoying the challenge!
I don't know what block you have, but sleeving your cylinders can be dangerous depending on the cylinder size. Philipp kaess destroyed his LP-X block due to the narrow distance between the cylinder walls after they bored it to 88mm if you understand German then try to search after "philipp kaess game over lp-x"
I'm glad you stick with Audi/Lambo V10 instead of venture to another engine, although if you ever wanna venture to other V8, I would suggest the Volvo V8 from S80/XC90. Also, doesn't steel/iron sleeve would required different piston ring compare to alusil sleeve that it originally came with? I would love to see you install the sleeve yourself, heat the block up + cool the sleeve down & mate them together, will make epic video! I would also love to see you buy a damaged block to build it up! That's going to make interesting video! I think you should look for stronger valve if possible? To avoid same issue happen again.
Peter, about the intakeports being shaped weird!!!! Porting away the (intended) shapes makes 0% différance in CFM flow, the shapes are there for fuel atomization. The worldfamous @headGames motorworks has done a whole video about the diffrances between Performante, hurracan and gallardo heads/valvetrain : ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-YkZqS_hFTgk.html
Oh man, that's a sorry sight but as seen you in action it's not such huge ordeal to put it back together 😅 it's awesome to see how skills are needed here 😂and great to know pro Mechanic's do exist 😁 Nice Also the old saying goes here, a whole a lot building and many hours spent just to go fast some 6 second's 🤣🤟💪
Arent Alusil repair sleeves an option for your damaged block ? All these different programs remind me of my day to day work. I am doing programming of Siemens PCS7 PLC Systems in the chemical industry. The whole PCS7 automation platform is also merged together from about 35 Programs 😅
An LS is WAY too common and no where near as cool as a Lambo engine, the combination you have is great 😎👍🏻 Ricky at REPerformance here in the UK is having a sale of lots of his stuff, Lambo engines/parts included I believe, maybe you could contact him to see what he has ?
