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Ed-Vanced Engines,Ed Wilson
Ed Wilson,of Ed-vanced Engines gets some ink nationally,
I am proud to have Ed as a good friend,Mentor,and a engine building buddy!Lets all show Ed our appreciation of his time contributing to the RJ Forum http://brcperformance.com/Ed.htm |
:lol: :wink: :wink: :wink: :cry: :cry: 8) :lol: :lol: :D :D
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Congrats Ed!!! Where can I read the article at? Post a link or where ever it is.. Thanks
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Monty
Click here>>>>>>>>>> http://brcperformance.com/Ed.htm <<<<<<<< |
Copied from my post on Yellow Bullet.
Wow guys! Thanks. It is not yet completed but it is looking good to me, and I appreciate them doing this for me. The only problem is the picture they are showing is a very low dome that was designed for an Alcohol-Nitrous Mud Racer engine I am now doing. The first and original design was for 17.00 -1 compression in a Chief/ Duke/Pontiac style head and had 12 cc domes. That piston dome is only large enough to make the difference of the valve notches. The same profile can be gotten for much more compression with what I feel and has proven to be great burn charactorstics. The real strength in the design is visable inside and from the bottom, which is not shown. So far out of the 1/2 dozen engines running that style of piston we have zero lifted ring lands and zero collapsed skirts. I have one of the serious Nitrous engines down now and we will be going back with the same exact piston with a little dressing of the skirts and getting the skirts coated. We were certain that this one had lifted ring lands becuase of the horrible mistake in the tuneup it had been running whjich killed the compression and it smoked like a turbo car, with horrible leakdown. IT was an electricical issue that was turning on the fuel and the timing retard for two kits but no one knew that second kit's fuel was getting turned on by the timer. So can you say it ran rich? My buddy and friend and ace experienced Nitrous Tuner Billy Stocklin, saw that car run and told me the pistons were gone when he saw it run. Pistons are almost perfect after 36 races and many hard dyno pulls at first. I am not saying my piston design will eliminate the lifting problem but so far it is showing to resist it. The first piston they did by my internal and dome profile design was done just about 5 years ago and as far as I know it is still cooking somewhere up north. Still, It was nice for BRC to do this article for me. I had sent them a link to my photo bucket becuase they were wanting to put a couiple of my customer's cars in their new catalog and color tri-fold brochure they are designing. The article soon will contain a little about how I got into business, my type of customers, and hopefully he will tell the funny story of my very first engine overhaul at age 15 years. I am 62 years now. Ed |
Yeah Ed (sound of clapping from standing ovation)
Good deal! You deserve it brudda!!!!! |
Thanks Tom.. That is pretty awesome man!!! Hope to meet you in person someday, Ed. You to know this racing stuff very well...
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:lol:
Outstanding Ed! It's a humbling experience to a guy like me to be able to chit chat with men of your caliber. (and others, here at RJ). Look forward to benefitting from your experience. Thanx |
Congratulations Ed.
Tom |
DITTO: congrats Ed! really appreciate your sharing of experience and knowledge, very sound advice at all times....i know i pay attention
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Ed
I have spoke to Ed a few times and he knows what he is talking about. I am glad Ed is getting some press.
Congrats!!!! 8) |
Hi Robert,
Thanks. Did you ever order any of those lifters I told you about? Ed |
Ed, Are you related to Joe Wilson from Plano?
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Originally Posted by edvancedengines
Hi Robert,
Thanks. Did you ever order any of those lifters I told you about? Ed I plan on calling this week. Thanks Robert |
Ed, Are you related to Joe Wilson from Plano? Jewel Edward Wilson :) |
ARE YOU A DIAMOND IN THE ROUGH!!!! 8) 8) :lol: :lol:
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ARE YOU A DIAMOND IN THE ROUGH Ed |
The BRC Nitrous BB Chevy type of Piston which works in Pontiac - Ford Motorsports A Heads,- Brodix Big Duke - Dart Big Chief and early DRCE1 combustion chambers. Different dome sizes available in this same profile and different valve angles and valve spacings available as needed for the exact application. Similar but different profile is availaible for BB Chevy Conventional heads too.
As you look at the internal views you can see a few of the design changes and extra machining which set these pistons apart from many others for the same applications. You can not see any exact thicknesses or exact specs though. You can see some of the extra skirt strengthening and extra milling processes. You can see the fully shaped profile milled dome. WE have also done these in SB Chevys in either Dome, or Reversed Dome designs. Flat top would be easier but have not done it in flat top yet. These in the SB DEsigns look different but are holding engines with up to 700 horsepower of nitrous. Ed Ps; I have read and heard more than plenty of comments about me trying to re-invent the wheel etc. FYI. The wheeel has been re-invented countless thousands of times. :) http://i22.photobucket.com/albums/b3...enewfix065.jpg http://i22.photobucket.com/albums/b3...enewfix062.jpg http://i22.photobucket.com/albums/b3...enewfix061.jpg http://i22.photobucket.com/albums/b3...enewfix057.jpg http://i22.photobucket.com/albums/b3...enewfix056.jpg http://i22.photobucket.com/albums/b3...enewfix054.jpg http://i22.photobucket.com/albums/b3...enewfix053.jpg http://i22.photobucket.com/albums/b3...enewfix059.jpg |
Ok, I have received several emails regarding the BRC Pistons for nitrous.
Here is my response and I hope this helps you to understand a little better. I am nothing special. I am not a big high dollar buyer. Fact is, I likley buy less than most of their customers. I am a no buck lower budget wannabee engine builder that has never made it. I am still chasing my dream of many. Ed Hi, Appreciate the email. To begin with, it is not all that unusual for me to get custom made parts specifically made to the way I want them, from several of my suppliers. This is just the first time, one has tooted my horn for me. I am a very very small budget buider that is not swamped with engine building business and most of my customers are also financially struggling. The calibre of customers that my friends, Mr Gene, Vinnie at Scott Shaffiroff Racing, Pat at Musi's, Bruce at WopShop and many others get have never found my door bell. I usually start with used swap meet or racing junk or ebay heads or parts and do the best I can with them. Even my baddest over 2,000 hp engine began with heads that are 15 year old Pro Stock Throw-aways from a for sale used purchase.. The pistons that BRC does for me are different from those they do for the mainstream public. That is why they included my phone number and my mailing address in their webpage. I suggested for them to show the inside of the piston where the actual design strength is on their webpage but that is not what they want. They told me, that people can contact me, for my special designs, or buy them if they want to see inside. Both the BB Piston and the Brand New SB Piston had to begin with blank forging design changes in order to build from. They will also be using the newer forging for their regular order pistons too. The one they are showing on their webpage was a piston that they did for me for a Nitrous Mud racer using Alcohol. The specific dome shape is only a small part of the piston design. The actual piston forging and all the internal reinforcements and internal lightening can be used with any big bore configuration with any dome shape. The internal measurements and machining is what that piston is really all about and the dome profile is such that is helps promote a more complete burn on any of the named cylinder head combustion chamber shapes. After that came out in the National Dragster and BRC put it on their webpage I have caught a lot of trash talking about me tricking BRC and me lying about me designing the piston etc. I would think that if they were the ones who made it they should know if it was my design or not. I had no idea they were going to do this and the person who made the webpage and who sent in the article to National Dragster is their new marketing manager, so he only caught the tail end of what he was hearing the actual design engineer and the shop foreman and the owner talking about and he decided on his own to make an interest story of a customer designing his own dome. I found out about the National Dragster artice after it had already been sent in. Several months ago I had suggested to them at BRC that I would have no problem if they wanted to advertise and put a pic of my piston in their new catalog as something else they have available becuase no one else is advertsing a specific designed nitrous piston for a BB Chevy using those cylinder head chambers. Each head does have different valve positions and sizes but the basic chamber shape is the same. So the new marketing manager, while attending a meeting between office manager, engineeer, shop foreman, and the owner, about them bringing up the idea of putting a pic of a piston showing Ed's dome profile in their advertisements. So he ran with the idea and now I am their featured engine builder as the first one in what will become a series. He contacted me about having a few of my customers to send him car pics and some info about their cars. He selected what he put on the webpage. When he told me what he was doing, I started loading my photobucket with a few vids and opics of cars and *The Tiger* pics and vids. They Like the Blue Camaro called *The Tiger* So it has been included in the new catalog and in their mail out brochures as well. Now about a Small Block Nitrous Specific Piston. Currently as we speak that is in process of being made for me. We have been working out the details of it for several weeks and now the design is complete and I should have it in my hand in appx 2 to 3 weeks to see if it as I designed and wanted. It turns out that the smallest Compression Distance I will be be able to do this on will be a CD of 1.150 and larger. It has promise but so far no trials and proving like the BB Nitrous Specific Piston has. We are including strength and ridgity in critical areas and in non-critical areas are doing a lot of lightening with milling machine or CNC. The skirt is designed to flex some but to not colapse like usually happens from nitrous use minor detonations. That skirt design is working so far pretty well in the BB Chevy pistons it is on. The BB Design of forging and mods carries my initials in the part#. I do not know if the new SB will or not. Hope this long winded explanation helps some. Ed 972-633-0563 |
Stay with it Ed your time is coming. Building something from nothing and it staying together then that's a master piece.Your initials in the part # is a start.
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:D Congrats! :D
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Congratulations Ed..Very well deserved and I have said it before and say it again, Thanks for all your advice you supply and share with all the boys on RJ...It is nice to know I can even share the boards with a man of your character and caliber...
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rpm problems please help
I have a 1969 c10 pickup that I have built into a race car. I built a 600hp smallblock for it and am having some problems. I am running 12.5-1 pistons ,lunati roller cam(.680-.646 lift), no alternator and two batteries. I am running an all Mallory ignition (6al, coil,, unilite distributor and wires) a turbo400 race preped tranny and a 5500 8" Precision stall converter.I am running a ford 9" rear with 543 gears. The ignition is set to 8500rpms. The truck digs hard out of the hole and pulls hard up to about 6400 to 6700 rpms in all three gears but flattens out at that rpm in all gears. It does not bang or cut out. It just levels out like you take your foot off the accelerator. During burnout there is no problem with reaching any rpm I want, but running down the track it won't go any higher. I am told that the motor sounds really good from the line and cannot hear anything wrong. Could I be running out of battery even though it is not banging or cutting out?? I don't know what to do so any help would be greatly appreciated. THANKS, Terry
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