200HP Kent ?

[Gary P.]

[356mal]

[Gary P.]

[Paul T]

[Danny M]

[Paul T]

[Paul T]

[fpv_escort1]

[Paul T]

[fpv_escort1]

[Paul T]

[fpv_escort1]

[MK1 Paul]

[Steven F]

Very nice setup Paul. I can't even swing a cat in my single car garage 'workshop'.

What are you going to do with the engine after it's completed?

[krt10]

[Steven F]

[Paul T]

[Cam]

[Gary P.]

Paul, how do your engines compare in competition with other similar cars running similar engines built by other engine builders, and what kind of power are they saying that they are making?

[Paul T]

Danny do you understand the concept of a straight answer?

If you were looking after your customers? interests you would have recorded the engine dyno results and the chassis dyno results meaning whether you give a f#%k or not you should have that information at hand
and you should be able to give not an acurate but an exact percentage for all these engines? you've tuned this way.

Now clearly you have no idea how the go power dyno works so I'll give you some info.

Mounted bellhousing on a head board using modified input shaft driven from the clutch plate, the input shaft directly drives the dyno head impellor.

To obtain a reading a water pump pushes directly against the impellor ( water brake dyno) causing the dyno head to directly twist against the hydrulic lead cell, which is just a hydrulic ram.

The load cell directly displaces fluid to the torque gauge at a 1:1 psi to ft/lbs ratio, there are no valves, no mupltiplication it is simply the force excerpted from the engine against the load cell given as a direct reading on a gauge.

Now if the oil is overfull the gauge wont sit at zero and if the oil is low it reads low and is difficult to hold the load at given revs.

So this dyno reads ZERO and when calibrated reads CORRECT so can you please explain in detail how such a direct system reads incorrectly?

Better yet tell me who you spoke to and I'll ask them.