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Funny, you could attribute those words to yourself, too - recall when you claimed no Sabre was type-tested at over +10lb boost?I copy pasted this into Google Translate and it said:
"I am too embarrassed to admit I made a mistake"
Here's one, (& hey, its right up your alley) - when Cosworth proposed an F1 sleeve valve mill, it was promptly kyboshed by the FIA!)List them >
Yeah it does! Would that game be: 'Crimson Skies'?that looks like something from a PC game i used to play !!
C'mon now, you def' hang your biases out here, & self-aware or not, that is inevitably going to present in selection/commentary by the author.You stated that having read it you "knew" that I would make negative statements about sleeve valves, implying that the book is a result of my bias, instead of what the reality is, which is that the book is simply a large collection of faithfully reprinted letters from the time showing exactly what was said at the time.
Some people asked things like "you know if you had just paraphrased those letters instead of typing them all out at such length word-for-word you could have made the book 1/3 the size." The reason I didn't cut out the letters was to avoid things like this thread happening.
Or was it? A wee while ago, a member linked a site to aircraft crashes in the UK, & one I looked at - noted a flight out of Luton, being a testI didn't avoid mentioning it. The rating of 3050 hp is what Ricardo wrote in his book, as I quoted in post 111. I have never claimed the max power rating was anything other than 3050 hp.
I saw no reason to bring up E122, as it was never run.
Right, & these issues were encountered in an aircraft only recently introduced to service, & then pressed into vital defence duty.Cracked cylinder heads, cracked cylinder blocks and broken engine propellor shafts.
Even the Spitfire IX LF was faster at sea level with both on 150 grade.
They expected no possibility of getting the Sabre beyond +11lbs even on 150 grade, by which point the Spitfire IX
was at +25lbs.
View attachment 759698
Indeed, he's 'projected' - as very sensitive to any perceived criticism of his baby, ah, book - regardless of how corrective/reality-based it is.Please show me where I trashed your book.
Here's one, (& hey, its right up your alley) - when Cosworth proposed an F1 sleeve valve mill, it was promptly kyboshed by the FIA!)
J.A.W. i asked you to tone it down, you didn't listen !Indeed, he's 'projected' - as very sensitive to any perceived criticism of his baby, ah, book - regardless of how corrective/reality-based it is.
C'mon now, you def' hang your biases out here, & self-aware or not, that is inevitably going to present in selection/commentary by the author.
We`ll perhaps find out more, I`ve just asked the former chief designer.When was that?
Here's one, (& hey, its right up your alley) - when Cosworth proposed an F1 sleeve valve mill, it was promptly kyboshed by the FIA!)
guys cut out the personal jibes, i'm getting bored of it !
So my Cosworth contact says he never heard of any such engine
Mike Hewland with his assistant John Logan, and also independently Keith Duckworth, experimented with a single-cylinder sleeve-valve test engine when looking at Cosworth DFV replacements. Hewland claimed to have obtained 72 hp (54 kW) from a 500 cc single-cylinder engine, with a specific fuel consumption of 177–205 g/HP/hr (0.39–0.45 lb/HP/hr), the engine being able to work on creosote, and with no specific lubrication supply for the sleeve.
The wikipedia sleeve valve page has this to say:
However no references are given for this statement.
From "Short Stirling, The First of the RAF Heavy Bombers" written by Pino Lombardi 2015. Page 181 Paragraph 1. Trials were made with both the Hercules II and the Wright Cyclone (actually the GR-2600-A5B). The findings were the sleeve valve had the following advantages over the poppet valve.List them >