I've been silent for quite some time now, since last summer, April 2015, I had just bought the last piece of equipment I needed, so I had everything to build that sweat N/A F22A Bisi beast.
In just 3 days, my car went from stock, to ported, cammed, upgraded VT, full bolt-ons, stock bottom end(9.8:1 CR stock), I was out of control and the only thing I had on my mind was building this car and I wanted to be done yesterday.
Tear-down was already done, the big lump of aluminium was just staring at me, waiting to get ported and nothing could stop me, no price tag was too big, no woman was more important, than getting this head (should I say mildly, because the ports size weren't actually increased) ported and polished and ready for the machine shop to do their part, I sanded and polished for some 24 hours, day and night and the results we're amazing, even the machine shop told that considered it was made by hand it was quite impressing, that's what he said when I picked it up, and that boosted my confidence in my project so much that I could not wait to get it done (Considering it was my first porting job ever, only practised very little on a spare head, so hearing that from an experienced machinist made me go through the roof) so I headed back to my shop (60 mile drive) and started putting it together again, the head took some time to assembly as I took my time with the details, the Bisi cam had been waiting for 7 months at this time and it was finally installed in a shiny "new" head completely upgraded, the costs at this point for the project had exploded, 3 times the original budget only to get another 1000USD dent from my tuner (ECU, rent of various equipment and so on), you must understand at this point how excited I was and the feeling of being 100% complete with your project was the greatest feeling I had ever had at this point, the sun was shining as well and it ran like a fucking champ (even un-tuned!).
It did run like a fucking champ, it dynoed 165hp untuned with the upgrades at this point, it almost ran a little too good for a high lift cam (.500" as far as I remember), so all my excitement slowly turned into paranoia (starting to think about horror stories that has been following Bisi around), and it got worse as I saw my tuner shaking his head multiple times when he was adding more fuel.
He tells me at one point that he can't add more fuel, it keeps running rich and before he even touched the "tables" it had near perfect A/F (except my porting would add a little air, makes sense, I mean, right?).
I asked if it was a injector size problem? (I was desperate, don't ask), he said "No, it can't be, the engine is just not getting more air to add more fuel to" and proceeded "It's like the cam is stock".
Going home that day, with just 5+ hp was horrible, I was frustrated with all the time I spend with this projected. I had no clue what was going on I mean, I had a fucking Bisi cam, at this point I started to suspect the cam was maybe an un-ground A6 that somehow got mixed up in the process?
Anyway, around 20 days later the engine blew a rod bearing and the project had come to an definitive end, I left the car at the shop without license plates and haven't looked back since May 30th 2015.
I was almost at the point of being depressed, this was a defeat on a scale I had not seen coming and refused to accept reality for some time(Yes, I am that committed to this car and project, and that is partly because of CB7 tuner). Yea, I am probably not very normal either.
Then my tuner one day told he had this offer, three H22A7s:
And this:
And this one:
I bought three H22A7 for just around 700USD, all destroyed in the hands of un-experinced drivers probably, none of them were in running condition, but three of them would be able to spawn a working one, that was the thought.
The first engine you see in the picture was bought as a so call "lottery" ticket, condition unknown (I had not seen any of the engines in person before delivery), upon further inspection, I find a nasty belt failure, looks like wrong or failed tension(er), doesn't look good at first sight, head and bottom end damage suspectable for sure.
The second engine is a total failure but was a part of the deal, has pumps and a generator and probably usable bits and pieces here and there, but basically its disintegrated as you can see from these pictures:
The valveguide is destroyed in this picture, there is internal engine parts in the intake runners as well.
Another damaged valve guide, this engine had parts of pistons and whatnot all over too. If you pay close attention, you can see that the valve has a rather nasty bend as well
So engine number 2 is beyond repair IMO. Had a pretty well painted VC, and external engine components are fine, so there's that.
Engine number 3, or engine block nr 3, is the one I am supposed to mate with the head of engine nr 1.
Let's take a closer look at engine nr 1, that belt failure looks interesting (in a bad way).
The pulley was gone, only pieces was left, this engine had some serious damage, was my initial thought, and that belt failure looks worse at this angle too.
I could not get the balance pulley off, something is blocking it, turns out the crank has rough edges, probably from when the pulley broke off.
The crank had rough edges. (Suppose the crank is fine, would this amount of sanding render it unusable? I don't know really)
After a bit of sanding with an anglegrinder, It came off rather easily.
Here's a different, surprising view of the belt failure:
I have never seen that before, its probably uncommon, or not.
Anyway, from what we can see, it looks like the tensioner has failed or something like that, in effect trapping the slack of the belt around the crank, effectivly locking the crank in place, the more the crank would rotate the more tension on the grip of the belt would have been, I suspect this engine would have instantly shut off in the blink of an eye, maybe during idle or load I'm not sure.
Time for the head to come off, looks dirty, previous owner was sloppy with oil changes:
Away it went and here's the next huge surprise or challenge, 500USD for anyone who spots a piston that has had sexual intercourse with a valve.
I was surprised to see that there were not the slightest scratch on the surface of the pistons from any of the valves, and by the amount of oil this engine must have used I mean, check out those insane amounts of deposits, it would have been very evident if the pistons had hit the valves.
Close up of the (later described damaged valve) piston (#4) that had a damage valve:
Using the Valve Master tool, it literally takes 30 seconds to remove a valve, I cannot stress how important this tool has been to me, BUY ONE NOW, you will thank me for the rest of your life, fits F and H and B series etc, has 30 sec removal time and installation time, can also be used to install new stemseals.
So maybe this engine might actually be fine?
Well not exactly, when I took the head apart I did find some slight damage as shown here:
(This is the valve I mentioned before)
Hey, that's not really that bad, is it?
Here's more damage:
Another scratched valve, still not very bad.
Here's the worst damage I could find, judged by the deposits in the damage it self, I looks like it has ran with the partly broken off valveguide, making it and old wound, not related to this current belt failure, the valve was completely fine too, which would have been a little weird:
So that's basically it, the valves looks undamaged, even those who had been scratched had no visible damage beyond that scratch obviously.
Here's a guide from one of the scratched valves:
I'm starting to think this engine some how, under the worst odds possible, survived with limited damage, that would make it worth rebuilding after all.
(Not to be confused with the disintegrated engine)
I have not yet had a look and the bottom end, I have to go on a vacation to Netherlands in a couple of days, and after that I have a lot of work however, I am off work between 25th and 28th of April and I might not be able to get my mind of this by that time, so I expect something to happen.
Someone has put a little work into the head, however its an eyesore to me, I have to finish the job, so I will give this head the same treatment I gave my F head.
I have 2 A7 heads, and the other does not have this done to it, so it can't be factory made.
Look how sad this is, its like someone though "Fuck, I can't do this" and just stopped there, definitively robbing flow:
Transitions are not smooth, making the air tumble around, this is important in PnP.
You can sand the bowl i.e up until the valve seats so there is no transition on the surface) before entering the chamber, but if you sand anything else in the runner, you cannot leave unsanded area between those two spots, if that makes any sense at all.
Don't worry about atomization, it's a myth on multi point injected engines, if you look closely at how the fuel is injected to the H engine etc., the injector itself is aimed to spray directly at the valve, meaning it does not travel down the runners and atomize in the process, however, mono point and carburettor engine does have a need for this so you leave a more rough surface for this. But go ahead and sand your way to 320 buffs (Dremel tool) and get a near mirror finish, this will cause the air to slip on the surface rather than grabbing on to the rough texture = increased airflow én masse.
I will post more pictures when I'm done with this for future reference that others users may enjoy.
So it looks like I'm going H after all, even though I said i would never do it, I'm thinking an rebuild Euro R engine is a good start
In just 3 days, my car went from stock, to ported, cammed, upgraded VT, full bolt-ons, stock bottom end(9.8:1 CR stock), I was out of control and the only thing I had on my mind was building this car and I wanted to be done yesterday.
Tear-down was already done, the big lump of aluminium was just staring at me, waiting to get ported and nothing could stop me, no price tag was too big, no woman was more important, than getting this head (should I say mildly, because the ports size weren't actually increased) ported and polished and ready for the machine shop to do their part, I sanded and polished for some 24 hours, day and night and the results we're amazing, even the machine shop told that considered it was made by hand it was quite impressing, that's what he said when I picked it up, and that boosted my confidence in my project so much that I could not wait to get it done (Considering it was my first porting job ever, only practised very little on a spare head, so hearing that from an experienced machinist made me go through the roof) so I headed back to my shop (60 mile drive) and started putting it together again, the head took some time to assembly as I took my time with the details, the Bisi cam had been waiting for 7 months at this time and it was finally installed in a shiny "new" head completely upgraded, the costs at this point for the project had exploded, 3 times the original budget only to get another 1000USD dent from my tuner (ECU, rent of various equipment and so on), you must understand at this point how excited I was and the feeling of being 100% complete with your project was the greatest feeling I had ever had at this point, the sun was shining as well and it ran like a fucking champ (even un-tuned!).
It did run like a fucking champ, it dynoed 165hp untuned with the upgrades at this point, it almost ran a little too good for a high lift cam (.500" as far as I remember), so all my excitement slowly turned into paranoia (starting to think about horror stories that has been following Bisi around), and it got worse as I saw my tuner shaking his head multiple times when he was adding more fuel.
He tells me at one point that he can't add more fuel, it keeps running rich and before he even touched the "tables" it had near perfect A/F (except my porting would add a little air, makes sense, I mean, right?).
I asked if it was a injector size problem? (I was desperate, don't ask), he said "No, it can't be, the engine is just not getting more air to add more fuel to" and proceeded "It's like the cam is stock".
Going home that day, with just 5+ hp was horrible, I was frustrated with all the time I spend with this projected. I had no clue what was going on I mean, I had a fucking Bisi cam, at this point I started to suspect the cam was maybe an un-ground A6 that somehow got mixed up in the process?
Anyway, around 20 days later the engine blew a rod bearing and the project had come to an definitive end, I left the car at the shop without license plates and haven't looked back since May 30th 2015.
I was almost at the point of being depressed, this was a defeat on a scale I had not seen coming and refused to accept reality for some time(Yes, I am that committed to this car and project, and that is partly because of CB7 tuner). Yea, I am probably not very normal either.
Then my tuner one day told he had this offer, three H22A7s:
And this:
And this one:
I bought three H22A7 for just around 700USD, all destroyed in the hands of un-experinced drivers probably, none of them were in running condition, but three of them would be able to spawn a working one, that was the thought.
The first engine you see in the picture was bought as a so call "lottery" ticket, condition unknown (I had not seen any of the engines in person before delivery), upon further inspection, I find a nasty belt failure, looks like wrong or failed tension(er), doesn't look good at first sight, head and bottom end damage suspectable for sure.
The second engine is a total failure but was a part of the deal, has pumps and a generator and probably usable bits and pieces here and there, but basically its disintegrated as you can see from these pictures:
The valveguide is destroyed in this picture, there is internal engine parts in the intake runners as well.
Another damaged valve guide, this engine had parts of pistons and whatnot all over too. If you pay close attention, you can see that the valve has a rather nasty bend as well
So engine number 2 is beyond repair IMO. Had a pretty well painted VC, and external engine components are fine, so there's that.
Engine number 3, or engine block nr 3, is the one I am supposed to mate with the head of engine nr 1.
Let's take a closer look at engine nr 1, that belt failure looks interesting (in a bad way).
The pulley was gone, only pieces was left, this engine had some serious damage, was my initial thought, and that belt failure looks worse at this angle too.
I could not get the balance pulley off, something is blocking it, turns out the crank has rough edges, probably from when the pulley broke off.
The crank had rough edges. (Suppose the crank is fine, would this amount of sanding render it unusable? I don't know really)
After a bit of sanding with an anglegrinder, It came off rather easily.
Here's a different, surprising view of the belt failure:
I have never seen that before, its probably uncommon, or not.
Anyway, from what we can see, it looks like the tensioner has failed or something like that, in effect trapping the slack of the belt around the crank, effectivly locking the crank in place, the more the crank would rotate the more tension on the grip of the belt would have been, I suspect this engine would have instantly shut off in the blink of an eye, maybe during idle or load I'm not sure.
Time for the head to come off, looks dirty, previous owner was sloppy with oil changes:
Away it went and here's the next huge surprise or challenge, 500USD for anyone who spots a piston that has had sexual intercourse with a valve.
I was surprised to see that there were not the slightest scratch on the surface of the pistons from any of the valves, and by the amount of oil this engine must have used I mean, check out those insane amounts of deposits, it would have been very evident if the pistons had hit the valves.
Close up of the (later described damaged valve) piston (#4) that had a damage valve:
Using the Valve Master tool, it literally takes 30 seconds to remove a valve, I cannot stress how important this tool has been to me, BUY ONE NOW, you will thank me for the rest of your life, fits F and H and B series etc, has 30 sec removal time and installation time, can also be used to install new stemseals.
So maybe this engine might actually be fine?
Well not exactly, when I took the head apart I did find some slight damage as shown here:
(This is the valve I mentioned before)
Hey, that's not really that bad, is it?
Here's more damage:
Another scratched valve, still not very bad.
Here's the worst damage I could find, judged by the deposits in the damage it self, I looks like it has ran with the partly broken off valveguide, making it and old wound, not related to this current belt failure, the valve was completely fine too, which would have been a little weird:
So that's basically it, the valves looks undamaged, even those who had been scratched had no visible damage beyond that scratch obviously.
Here's a guide from one of the scratched valves:
I'm starting to think this engine some how, under the worst odds possible, survived with limited damage, that would make it worth rebuilding after all.
(Not to be confused with the disintegrated engine)
I have not yet had a look and the bottom end, I have to go on a vacation to Netherlands in a couple of days, and after that I have a lot of work however, I am off work between 25th and 28th of April and I might not be able to get my mind of this by that time, so I expect something to happen.
Someone has put a little work into the head, however its an eyesore to me, I have to finish the job, so I will give this head the same treatment I gave my F head.
I have 2 A7 heads, and the other does not have this done to it, so it can't be factory made.
Look how sad this is, its like someone though "Fuck, I can't do this" and just stopped there, definitively robbing flow:
Transitions are not smooth, making the air tumble around, this is important in PnP.
You can sand the bowl i.e up until the valve seats so there is no transition on the surface) before entering the chamber, but if you sand anything else in the runner, you cannot leave unsanded area between those two spots, if that makes any sense at all.
Don't worry about atomization, it's a myth on multi point injected engines, if you look closely at how the fuel is injected to the H engine etc., the injector itself is aimed to spray directly at the valve, meaning it does not travel down the runners and atomize in the process, however, mono point and carburettor engine does have a need for this so you leave a more rough surface for this. But go ahead and sand your way to 320 buffs (Dremel tool) and get a near mirror finish, this will cause the air to slip on the surface rather than grabbing on to the rough texture = increased airflow én masse.
I will post more pictures when I'm done with this for future reference that others users may enjoy.
So it looks like I'm going H after all, even though I said i would never do it, I'm thinking an rebuild Euro R engine is a good start
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