kdfhuey
Well-Known Member
Lite brite and her husband boyfriend whatever he is aren’t the brightest bulbs anyhow. She’s only popular because of her bikini clickbait covers.
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Google super knock.I feel like you are flailing around here.
Preignition is going to throw a serious beating at the crank and piston bearings which is going to give you rod knock and piston slap. Preignition is caused by low octane fuel and high chamber temperatures. This is where intercoolers and aggressive rich mixtures come into play; lowering charge air temperatures and using over fueling to cool the chamber can help control it as will making changes to the injector timing and ignition timing. Ultimately though, lowering the static compression ratio will go further in making power and engine longevity.
The general tone of this whole thread is not that the turbo killed the motor but more that the implimentation of the turbo was not as expansive as perhaps it should have been.
So back to the rod knock. The rod knock and piston slap can be caused by the chamber pressures arriving out of time or being too intense as in too rapid a rise. Preignition anyone? This will cause physical contact between the journal and the bearing because the forces are greater than the fluid shear strength of the oil: viscosity, pumping pressure and surface tension and all that. Once they kiss the bearing loses some integrity and gets out of round by a smidge. Now do this again and again and again... so as these clearances increase the oil pressure starts to decrease because as we know the "oil pressure" is really the resistance to flow through the bearing passages and is a function of the pumps volume and speed. So once the clearances are too big the pump just can't keep up and now the bearings fail and the rod is just flying in formation. This leads to little to no oiling . The rest of the block, cylinders will starve and the rings will scuff and then score the block, cams will run dry and scuff then gall the valve train and ultimately may snap once they get out of cylindricity and concentricity with their bores.
But when does the rod fail you may be wondering. Well which failure do you mean? Greatly increased chamber pressures will lead to the rod failing in compression, bending or twisting and fractures at the wrist pin. Overspeeding and out of time ignition will typically lead to failures in tension, plastic stretch and fractures of beam and crank and wrist failures.
So did the turbo kill the engine? Not simply. Did LB fail to heed the warning signs and continue to operate the engine despite the state of tune? Highly likely.
So, why not stop shilling, be honest and defend your product from a pure engineering stand point instead of telling everyone else how right you are by telling us how wrong we are.
The ultimate take away here is that you don't just turbo a modern engine because of all the work that went into developing it to stock form. Given the millions that went into developing it, margins on everything are tiny to start so the latitude you have to play is very limited unless you start performing rocket surgery to make the conditions you need to do what you want.
Exactly, it's not a lubrication related failure.This is pretty much the problem we've been discussing.
https://www.google.com/amp/s/www.ha...d-tech/engineering-explained-super-knock/amp/
Bearings will fail if the journal is egg shaped.The lubrication failure and subsequent bearing death is a precipitated not precipitating event. As to why it happens, thats still up for debate according to the article but long story short, there had to have been very clear signs of failure well before it took a massive dump and they were ignored wholesale.