WTF Where has my Thread Gone?
01 September 2011, 01:52 PM
#61
In fairness to us mods, if we were showing bias/taking sides, why would we have left the original thread to stand? It is there in plain sight for anyone to see and draw their own conclusions from. It is not like any reference to this has been removed, just subsequent threads/comments. And what do you guys honestly think is going to be achieved by posting in that way? I very much doubt that it increases the chances of an amicable resolution.
01 September 2011, 01:58 PM
#63
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I'm sorry, but under UK law, the people making the statements have to prove what they are saying is true. Statements are assumed false until such time.
It may be possible for the person involved in the original issue to do so, but no proof has been forthcoming and others are jumping on the bandwagon and making clearly libellous statements.
As such, we have to act within the UK law and remove the posts. Further to that, such posts are in breach of the forum rules and we will act accordingly.
UK libel laws are pretty much the most restrictive in the world, but we must operate within them.
It may be possible for the person involved in the original issue to do so, but no proof has been forthcoming and others are jumping on the bandwagon and making clearly libellous statements.
As such, we have to act within the UK law and remove the posts. Further to that, such posts are in breach of the forum rules and we will act accordingly.
UK libel laws are pretty much the most restrictive in the world, but we must operate within them.
How much proof do you want?? I haven't posted it on here as the invoices, engine report and reciepts all have company names on them, wouldn't want to be libelous!
01 September 2011, 02:00 PM
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Sign of the times unfortunately.
In fairness to us mods, if we were showing bias/taking sides, why would we have left the original thread to stand? It is there in plain sight for anyone to see and draw their own conclusions from. It is not like any reference to this has been removed, just subsequent threads/comments. And what do you guys honestly think is going to be achieved by posting in that way? I very much doubt that it increases the chances of an amicable resolution.
In fairness to us mods, if we were showing bias/taking sides, why would we have left the original thread to stand? It is there in plain sight for anyone to see and draw their own conclusions from. It is not like any reference to this has been removed, just subsequent threads/comments. And what do you guys honestly think is going to be achieved by posting in that way? I very much doubt that it increases the chances of an amicable resolution.
Justice would be nice i guess.
Before i get told its hearsay, B*****ks is it. i see the engine AND the shoddy workmanship that was done.
Last edited by Spec'c'57; 01 September 2011 at 02:02 PM. Reason: seems the swear filter dont work.
01 September 2011, 02:11 PM
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Sign of the times unfortunately.
In fairness to us mods, if we were showing bias/taking sides, why would we have left the original thread to stand? It is there in plain sight for anyone to see and draw their own conclusions from. It is not like any reference to this has been removed, just subsequent threads/comments. And what do you guys honestly think is going to be achieved by posting in that way? I very much doubt that it increases the chances of an amicable resolution.
In fairness to us mods, if we were showing bias/taking sides, why would we have left the original thread to stand? It is there in plain sight for anyone to see and draw their own conclusions from. It is not like any reference to this has been removed, just subsequent threads/comments. And what do you guys honestly think is going to be achieved by posting in that way? I very much doubt that it increases the chances of an amicable resolution.
It is appreciated that the original thread has been left, at least others can see the truth for them selves.
As for an outcome being amicable, it went passed that when ross was left to deal with this on his own.
Jolly Mechanic.....
01 September 2011, 02:14 PM
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01 September 2011, 02:27 PM
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From what has been said they would only be Libellous if they are false. As these are statements of fact then I assume they would fine.
01 September 2011, 02:30 PM
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I'm sorry, but under UK law, the people making the statements have to prove what they are saying is true. Statements are assumed false until such time.
It may be possible for the person involved in the original issue to do so, but no proof has been forthcoming and others are jumping on the bandwagon and making clearly libellous statements.
As such, we have to act within the UK law and remove the posts. Further to that, such posts are in breach of the forum rules and we will act accordingly.
UK libel laws are pretty much the most restrictive in the world, but we must operate within them.
It may be possible for the person involved in the original issue to do so, but no proof has been forthcoming and others are jumping on the bandwagon and making clearly libellous statements.
As such, we have to act within the UK law and remove the posts. Further to that, such posts are in breach of the forum rules and we will act accordingly.
UK libel laws are pretty much the most restrictive in the world, but we must operate within them.
01 September 2011, 03:02 PM
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This is from the first specialist that took the engine out of the car, after 6 weeks it went to the second specialist who noted ALL of these EXACT SAME things at the beginning of the engine report!!
Different engine?? Bo****ks!!!!!
Ross xxxxxx Engine Inspection
On Sunday 28/11/2010 I was brought a 2006 Subaru Impreza JDM Sti engine (Number xxxxxx) for strip down and inspection. The engine had already been removed from the car.
On initial inspection several faults were noticed prior to stripping the engine down, and consistent with the engine having previously been removed.
The inlet manifold wiring harness has damage to the connector blocks where it interfaces to the car’s wiring loom - Several of the wires had been pulled out of the connector, and a poor quality ‘repair’ had been made, with aftermarket wire, bypassing the OE connector completely.
The locking clip on one of the loom plugs had been broken off.
There was evidence of the exhaust manifold blowing, from one of the manifold to cylinder head gaskets.
The turbo intake pipe had a split of approx 1” at the point where it joins the turbocharger. - The pipe was secured to the turbocharger with a plastic cable tie, and an attempt had been made to seal the split with black silicone sealant. This pipe should be secured with a stainless steel jubilee clip. Any air leak in this pipe would cause the engine to ingest unmetered air, and cause it to run lean.
Incorrect grade, and a miss-matched set of Spark Plugs were fitted to the engine.
The passenger side (Cylinders 2 + 4) were fitted with NGK PFR5B
The driver’s side (Cylinders 1 + 3) were fitted with NGK PFR7G
The standard spark plug for this engine should be an NGK PFR6B. - It is common (and acceptable) practice to fit plugs of one heat grade colder (NGKPFR7B)
In my experience, the colder grade (PFR7B) will run fine in a stock engine, but a hotter than standard grade (ie PFR5B) is likely to cause detonation and preiginiton, ultimately resulting in premature engine failiure.
The wiring to the charge temperature sensor fitted to the inlet manifold has been previously repaired and extended with clear coated stereo speaker wire.
The wiring harness plug that connects to the charge sensor is incorrect and is actually intended to fit a camshaft sensor. The charge temperature sensor itself had to be modified to permit the incorrect plug to fit. This arrangement does not allow the locking tab to secure the plug on the sensor correctly.
The turbo oil drain pipe was secure to the cylinder head using a non-standard jubilee clip. - This is not a problem in itself, but is consisten with the turbocharger having been previously removed.
The oil dipstick tube was secured to the engine block with an incorrect M6 bolt. - A pan head bolt from an oil pump had been used instead of a 10mm hex head.
The outer front crankshaft pulley fitted to the engine was from a WRX model, not an STi.
On strip down of the engine, the following faults were found…
All rocker cover bolts were incorrectly tightened.
All pistons fitted to the engine are not original, and are of a ‘cast’ design. This engine should have forged pistons fitted from the factory.
The piston from cylinder 2 had a 1” diameter hole blown through the crown - This is consistent with detonation and/or preignition related failiure. Several parts of the piston and piston rings were found to be missing, and evident as debris within the engine.
The damage to the piston in cylinder 2 has also scored the cylinder bore - This will require a rebore to 0.5mm oversize to rectify, and then will need to be rebuilt with oversize pistons.
The piston gudgeon pin from cylinder 2 was overly tight and difficult to remove from the piston. Upon removal it was evident that fragments of aluminium from the failed piston had jammed the pin. This has also damaged the small-end aperture of the conrod that was fitted to it.
The piston from cylinder 1 has a cracked ring land area. This is damage caused by detonation.
Evidence of the failed piston was found throughout the bottom end of the engine, resulting in contamination and damage to the following items which will all need to be replaced..
Crankshaft
Pistons
Main Bearings
BigEnd Bearings
Oilpump
Conrod small end brass sleeve bearings (Replace conrods)
Oil Cooler.
In addition to the damaged items listed above, there is also debris contamination to the following items, which will need to be stripped, cleaned and inspected…
Cylinder heads
Oil Pan
Oil Pickup pipe
In my professional opinion, the short engine is beyond economical repair, but the cylinder heads can be overhauled to an acceptable standard for reuse with a new short engine.
The primary causes of engine failiure are due to having been incorrectly fitted with cast pistons and incorrect heat grade of spark plugs.
The 'hotter' plug fitted to cylinders 2 + 4 will have made these cylinders more suceptible to detonation.
The JDM Spec C standard ecu is in a relatively high state of tune, and factory mapped for forged pistons, which are inherently stronger than the cast design pistons that were actually fitted to this engine. All Sti (and SpecC) engines will tolerate more ignition timing than WRX models (which were fitted with cast pistons as standard) and this is evident when comparing factory ecu maps. Running more ignition timing than the engine (pistons) will tolerate leads to detonation taking place and ultimately engine failiure, which is evident with this engine.
Different engine?? Bo****ks!!!!!
Ross xxxxxx Engine Inspection
On Sunday 28/11/2010 I was brought a 2006 Subaru Impreza JDM Sti engine (Number xxxxxx) for strip down and inspection. The engine had already been removed from the car.
On initial inspection several faults were noticed prior to stripping the engine down, and consistent with the engine having previously been removed.
The inlet manifold wiring harness has damage to the connector blocks where it interfaces to the car’s wiring loom - Several of the wires had been pulled out of the connector, and a poor quality ‘repair’ had been made, with aftermarket wire, bypassing the OE connector completely.
The locking clip on one of the loom plugs had been broken off.
There was evidence of the exhaust manifold blowing, from one of the manifold to cylinder head gaskets.
The turbo intake pipe had a split of approx 1” at the point where it joins the turbocharger. - The pipe was secured to the turbocharger with a plastic cable tie, and an attempt had been made to seal the split with black silicone sealant. This pipe should be secured with a stainless steel jubilee clip. Any air leak in this pipe would cause the engine to ingest unmetered air, and cause it to run lean.
Incorrect grade, and a miss-matched set of Spark Plugs were fitted to the engine.
The passenger side (Cylinders 2 + 4) were fitted with NGK PFR5B
The driver’s side (Cylinders 1 + 3) were fitted with NGK PFR7G
The standard spark plug for this engine should be an NGK PFR6B. - It is common (and acceptable) practice to fit plugs of one heat grade colder (NGKPFR7B)
In my experience, the colder grade (PFR7B) will run fine in a stock engine, but a hotter than standard grade (ie PFR5B) is likely to cause detonation and preiginiton, ultimately resulting in premature engine failiure.
The wiring to the charge temperature sensor fitted to the inlet manifold has been previously repaired and extended with clear coated stereo speaker wire.
The wiring harness plug that connects to the charge sensor is incorrect and is actually intended to fit a camshaft sensor. The charge temperature sensor itself had to be modified to permit the incorrect plug to fit. This arrangement does not allow the locking tab to secure the plug on the sensor correctly.
The turbo oil drain pipe was secure to the cylinder head using a non-standard jubilee clip. - This is not a problem in itself, but is consisten with the turbocharger having been previously removed.
The oil dipstick tube was secured to the engine block with an incorrect M6 bolt. - A pan head bolt from an oil pump had been used instead of a 10mm hex head.
The outer front crankshaft pulley fitted to the engine was from a WRX model, not an STi.
On strip down of the engine, the following faults were found…
All rocker cover bolts were incorrectly tightened.
All pistons fitted to the engine are not original, and are of a ‘cast’ design. This engine should have forged pistons fitted from the factory.
The piston from cylinder 2 had a 1” diameter hole blown through the crown - This is consistent with detonation and/or preignition related failiure. Several parts of the piston and piston rings were found to be missing, and evident as debris within the engine.
The damage to the piston in cylinder 2 has also scored the cylinder bore - This will require a rebore to 0.5mm oversize to rectify, and then will need to be rebuilt with oversize pistons.
The piston gudgeon pin from cylinder 2 was overly tight and difficult to remove from the piston. Upon removal it was evident that fragments of aluminium from the failed piston had jammed the pin. This has also damaged the small-end aperture of the conrod that was fitted to it.
The piston from cylinder 1 has a cracked ring land area. This is damage caused by detonation.
Evidence of the failed piston was found throughout the bottom end of the engine, resulting in contamination and damage to the following items which will all need to be replaced..
Crankshaft
Pistons
Main Bearings
BigEnd Bearings
Oilpump
Conrod small end brass sleeve bearings (Replace conrods)
Oil Cooler.
In addition to the damaged items listed above, there is also debris contamination to the following items, which will need to be stripped, cleaned and inspected…
Cylinder heads
Oil Pan
Oil Pickup pipe
In my professional opinion, the short engine is beyond economical repair, but the cylinder heads can be overhauled to an acceptable standard for reuse with a new short engine.
The primary causes of engine failiure are due to having been incorrectly fitted with cast pistons and incorrect heat grade of spark plugs.
The 'hotter' plug fitted to cylinders 2 + 4 will have made these cylinders more suceptible to detonation.
The JDM Spec C standard ecu is in a relatively high state of tune, and factory mapped for forged pistons, which are inherently stronger than the cast design pistons that were actually fitted to this engine. All Sti (and SpecC) engines will tolerate more ignition timing than WRX models (which were fitted with cast pistons as standard) and this is evident when comparing factory ecu maps. Running more ignition timing than the engine (pistons) will tolerate leads to detonation taking place and ultimately engine failiure, which is evident with this engine.
Last edited by kin quick; 01 September 2011 at 03:45 PM.
01 September 2011, 03:08 PM
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Phil 'Angelos SIDCopolos' and kin slow vrs Scoobynet via the ESC forum .... never in a million years would I have thought it
Next Tiny will end up selling whatever piece of ford cr@p he has at the moment, rebuying a scoob and doing donuts in Lakeside carpark
Next Tiny will end up selling whatever piece of ford cr@p he has at the moment, rebuying a scoob and doing donuts in Lakeside carpark
01 September 2011, 03:10 PM
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This is from the first specialist that took the engine out of the car, after 6 weeks it went to the second specialist who noted ALL of these EXACT SAME things at the beginning of the engine report!!
Different engine?? Bo****ks!!!!!
Ross xxxxxx Engine Inspection
On Sunday 28/11/2010 I was brought a 2006 Subaru Impreza JDM Sti engine (Number xxxxxx) for strip down and inspection. The engine had already been removed from the car.
On initial inspection several faults were noticed prior to stripping the engine down, and consistent with the engine having previously been removed.
The inlet manifold wiring harness has damage to the connector blocks where it interfaces to the car’s wiring loom - Several of the wires had been pulled out of the connector, and a poor quality ‘repair’ had been made, with aftermarket wire, bypassing the OE connector completely.
The locking clip on one of the loom plugs had been broken off.
There was evidence of the exhaust manifold blowing, from one of the manifold to cylinder head gaskets.
The turbo intake pipe had a split of approx 1” at the point where it joins the turbocharger. - The pipe was secured to the turbocharger with a plastic cable tie, and an attempt had been made to seal the split with black silicone sealant. This pipe should be secured with a stainless steel jubilee clip. Any air leak in this pipe would cause the engine to ingest unmetered air, and cause it to run lean.
Incorrect grade, and a miss-matched set of Spark Plugs were fitted to the engine.
The passenger side (Cylinders 2 + 4) were fitted with NGK PFR5B
The driver’s side (Cylinders 1 + 3) were fitted with NGK PFR7G
The standard spark plug for this engine should be an NGK PFR6B. - It is common (and acceptable) practice to fit plugs of one heat grade colder (NGKPFR7B)
In my experience, the colder grade (PFR7B) will run fine in a stock engine, but a hotter than standard grade (ie PFR5B) is likely to cause detonation and preiginiton, ultimately resulting in premature engine failiure.
The wiring to the charge temperature sensor fitted to the inlet manifold has been previously repaired and extended with clear coated stereo speaker wire.
The wiring harness plug that connects to the charge sensor is incorrect and is actually intended to fit a camshaft sensor. The charge temperature sensor itself had to be modified to permit the incorrect plug to fit. This arrangement does not allow the locking tab to secure the plug on the sensor correctly.
The turbo oil drain pipe was secure to the cylinder head using a non-standard jubilee clip. - This is not a problem in itself, but is consisten with the turbocharger having been previously removed.
The oil dipstick tube was secured to the engine block with an incorrect M6 bolt. - A pan head bolt from an oil pump had been used instead of a 10mm hex head.
The outer front crankshaft pulley fitted to the engine was from a WRX model, not an STi.
On strip down of the engine, the following faults were found…
All rocker cover bolts were incorrectly tightened.
All pistons fitted to the engine are not original, and are of a ‘cast’ design. This engine should have forged pistons fitted from the factory.
The piston from cylinder 2 had a 1” diameter hole blown through the crown - This is consistent with detonation and/or preignition related failiure. Several parts of the piston and piston rings were found to be missing, and evident as debris within the engine.
The damage to the piston in cylinder 2 has also scored the cylinder bore - This will require a rebore to 0.5mm oversize to rectify, and then will need to be rebuilt with oversize pistons.
The piston gudgeon pin from cylinder 2 was overly tight and difficult to remove from the piston. Upon removal it was evident that fragments of aluminium from the failed piston had jammed the pin. This has also damaged the small-end aperture of the conrod that was fitted to it.
The piston from cylinder 1 has a cracked ring land area. This is damage caused by detonation.
Evidence of the failed piston was found throughout the bottom end of the engine, resulting in contamination and damage to the following items which will all need to be replaced..
Crankshaft
Pistons
Main Bearings
BigEnd Bearings
Oilpump
Conrod small end brass sleeve bearings (Replace conrods)
Oil Cooler.
In addition to the damaged items listed above, there is also debris contamination to the following items, which will need to be stripped, cleaned and inspected…
Cylinder heads
Oil Pan
Oil Pickup pipe
In my professional opinion, the short engine is beyond economical repair, but the cylinder heads can be overhauled to an acceptable standard for reuse with a new short engine.
The primary causes of engine failiure are due to having been incorrectly fitted with cast pistons and incorrect heat grade of spark plugs.
The 'hotter' plug fitted to cylinders 2 + 4 will have made these cylinders more suceptible to detonation.
The JDM Spec C standard ecu is in a relatively high state of tune, and factory mapped for forged pistons, which are inherently stronger than the cast design pistons that were actually fitted to this engine. All Sti (and SpecC) engines will tolerate more ignition timing than WRX models (which were fitted with cast pistons as standard) and this is evident when comparing factory ecu maps. Running more ignition timing than the engine (pistons) will tolerate leads to detonation taking place and ultimately engine failiure, which is evident with this engine.
Different engine?? Bo****ks!!!!!
Ross xxxxxx Engine Inspection
On Sunday 28/11/2010 I was brought a 2006 Subaru Impreza JDM Sti engine (Number xxxxxx) for strip down and inspection. The engine had already been removed from the car.
On initial inspection several faults were noticed prior to stripping the engine down, and consistent with the engine having previously been removed.
The inlet manifold wiring harness has damage to the connector blocks where it interfaces to the car’s wiring loom - Several of the wires had been pulled out of the connector, and a poor quality ‘repair’ had been made, with aftermarket wire, bypassing the OE connector completely.
The locking clip on one of the loom plugs had been broken off.
There was evidence of the exhaust manifold blowing, from one of the manifold to cylinder head gaskets.
The turbo intake pipe had a split of approx 1” at the point where it joins the turbocharger. - The pipe was secured to the turbocharger with a plastic cable tie, and an attempt had been made to seal the split with black silicone sealant. This pipe should be secured with a stainless steel jubilee clip. Any air leak in this pipe would cause the engine to ingest unmetered air, and cause it to run lean.
Incorrect grade, and a miss-matched set of Spark Plugs were fitted to the engine.
The passenger side (Cylinders 2 + 4) were fitted with NGK PFR5B
The driver’s side (Cylinders 1 + 3) were fitted with NGK PFR7G
The standard spark plug for this engine should be an NGK PFR6B. - It is common (and acceptable) practice to fit plugs of one heat grade colder (NGKPFR7B)
In my experience, the colder grade (PFR7B) will run fine in a stock engine, but a hotter than standard grade (ie PFR5B) is likely to cause detonation and preiginiton, ultimately resulting in premature engine failiure.
The wiring to the charge temperature sensor fitted to the inlet manifold has been previously repaired and extended with clear coated stereo speaker wire.
The wiring harness plug that connects to the charge sensor is incorrect and is actually intended to fit a camshaft sensor. The charge temperature sensor itself had to be modified to permit the incorrect plug to fit. This arrangement does not allow the locking tab to secure the plug on the sensor correctly.
The turbo oil drain pipe was secure to the cylinder head using a non-standard jubilee clip. - This is not a problem in itself, but is consisten with the turbocharger having been previously removed.
The oil dipstick tube was secured to the engine block with an incorrect M6 bolt. - A pan head bolt from an oil pump had been used instead of a 10mm hex head.
The outer front crankshaft pulley fitted to the engine was from a WRX model, not an STi.
On strip down of the engine, the following faults were found…
All rocker cover bolts were incorrectly tightened.
All pistons fitted to the engine are not original, and are of a ‘cast’ design. This engine should have forged pistons fitted from the factory.
The piston from cylinder 2 had a 1” diameter hole blown through the crown - This is consistent with detonation and/or preignition related failiure. Several parts of the piston and piston rings were found to be missing, and evident as debris within the engine.
The damage to the piston in cylinder 2 has also scored the cylinder bore - This will require a rebore to 0.5mm oversize to rectify, and then will need to be rebuilt with oversize pistons.
The piston gudgeon pin from cylinder 2 was overly tight and difficult to remove from the piston. Upon removal it was evident that fragments of aluminium from the failed piston had jammed the pin. This has also damaged the small-end aperture of the conrod that was fitted to it.
The piston from cylinder 1 has a cracked ring land area. This is damage caused by detonation.
Evidence of the failed piston was found throughout the bottom end of the engine, resulting in contamination and damage to the following items which will all need to be replaced..
Crankshaft
Pistons
Main Bearings
BigEnd Bearings
Oilpump
Conrod small end brass sleeve bearings (Replace conrods)
Oil Cooler.
In addition to the damaged items listed above, there is also debris contamination to the following items, which will need to be stripped, cleaned and inspected…
Cylinder heads
Oil Pan
Oil Pickup pipe
In my professional opinion, the short engine is beyond economical repair, but the cylinder heads can be overhauled to an acceptable standard for reuse with a new short engine.
The primary causes of engine failiure are due to having been incorrectly fitted with cast pistons and incorrect heat grade of spark plugs.
The 'hotter' plug fitted to cylinders 2 + 4 will have made these cylinders more suceptible to detonation.
The JDM Spec C standard ecu is in a relatively high state of tune, and factory mapped for forged pistons, which are inherently stronger than the cast design pistons that were actually fitted to this engine. All Sti (and SpecC) engines will tolerate more ignition timing than WRX models (which were fitted with cast pistons as standard) and this is evident when comparing factory ecu maps. Running more ignition timing than the engine (pistons) will tolerate leads to detonation taking place and ultimately engine failiure, which is evident with this engine.
Mental!!!!
01 September 2011, 03:38 PM
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01 September 2011, 03:50 PM
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Just read the facts thats all
01 September 2011, 04:00 PM
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01 September 2011, 04:06 PM
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