tdiplc

Thanks for that Mat. I can't thing of anything worse - being decked by an old fella dressed in orange. Maybe a young fella in orange, or an old fella in a nicer colour maybe. Glad to see you got the 1st punch in - I wouldn't expect anything less

I didn't realise that Ahmet was such a great dancer. Not too sure about the red and white stripy tights tho :o

Happy Days Adie :D

Hello Gord, I think that if you could swap your "Prolex Minister For Propoganda" hat, for "Genuinely Concerned for LOC'ers" hat, I would like to think that you would agree that if Nico was offered a full refund (all parts and all labour), like TDi did for Raj, then that would be a very good thing. In Raj's case, he Gentlemanly accepted to bear some of the costs because we were honest from the outset in that we had never undertaken this conversion on his model before. If Raj had asked us to refund him for all of his costs (fuel, travelling ec etc) we would have done so because whatever the cost - it would have been considerably more cost effective than losing our credibility and honour. If Nico was told from the outset that his conversion had never been done before and that it was experimental, then it is fair that Nico should bear some of the costs. If Nico wasn't told this, then he has every right to be very unhappy and be due a full refund (if that's what he wants). The issue is what Nico paid for the fuel line upgrade, not what anyone else may or may not charge. Nico can then decide whether he has been given advice that is in his best interest, when he compares the published prices of the better alternative of larger injectors. I suspect that he paid a lot more for the fuel line upgrade than he would have done for the injectors. Perhaps someone can answer this? I answered you in my post of 7th December at 12.31pm

Hello Gord. I am not sure what this has to do with Nico's car or Prolex, but please let me help you out with this one. I made it clear to Raj that we had never undertaken the conversion before on an automatic transmission model and that therefore there were risks involved. When it became clear that Raj did not want to continue with this project, I offered him all of his money back without any questions asked. By the way, I notice you have not answered my previous two questions to you. Is there any reason for that? Thank you

Bump

It must be difficult to be reliant on some one else all the time. It must be especially difficult when the integrity of that person is in question. It is generally advisable to understand an issue before forming a view and/or making a public statement. Possession of facts is also generally helpful too. The Hearing that I refer to is the internal procedure that has to be adhered to by law prior to dismissal. You are welome to view the notes and listen to the tapes (6 hours worth). I'll help you a bit here with some facts: Fact 1. He had been under suspicion and surveilance for a very long time. Some of the evidence we had was in excess of 2 years old. Fact 2. He was dismissed on 12 counts of Gross Misconduct (although there was suspicion of plenty of other unprovable allegations). Fact 3. He badly damaged one of our clients cars whilst being banned from driving and uninsured (didn't tell us he was banned until after the accident). Fact 4. We had two independant witnesses to two of the allegations. Fact 5. He applied to the Industrial Tribunal for unfair dismissal. Fact 6. It was cheaper for us to pay him the claimed £550 than to pay the additional legal fees, the cost of disruption to business, and to cause further inconvenience to the witnesses. Fact 7. Part of the settlement was that I agreed not to publish any derogatory or untrue statement. I most certainly did not provide a glowing reference. If there is one in ciruculation I can assure you that it is a forgery. Please post a copy up. Thank you. I would like to think that I have not published anything derogatory or untrue. Please provide me with examples. Thank you. I say again that it would be helpful to try and understand issues before commenting, or at least have the decency to ask questions so that you may gain a comprehensive understanding. It would appear that your misunderstanding is based upon confusion of the following facts: 1. Our old dyno is designed to provide power runs primarily using a "sweep test" method. 2. The vast majority of dyno's in use (available to the public) use the same method (even the very newest). 3. Our old dyno produced accurate and repeatable sweep test power figures. 4. Industry standard power testing methodogy requires steady state measurements. 5. The Rototest is one of the only dynos available to the general public that is capable of steady state testing. 6. Steady state testing always provides lower figures that a sweep test, but is accurate. Please let me know if you have any questions. Thank you.

The exhaust manifold was finished and installed by you know who ;) Would you like to come along and check our job card, so that you can see for yourself rather than rely on someone else? Yes. Some were new, some were used. Keiaran was aware of that. You may have seen what you were allowed to see :winky:. You are welcome to see the original documentation and listen to the tapes of the Hearing if you want to confront the truth. I note that you haven't told me why I am wrong yet? Plese advise me which of my statements is misleading (as you have claimed). Thanks.

The issue is regarding culpability. You clearly mentioned Keiran is an attempt to belittle TDI and to deflect the pressure away from yourself. This all happened a few years ago and there was no question at the time of TDi being at fault then or since (even though we had the car earlier this year for another major upgrade). If there is any suggestion that TDi are at fault, will it be ok to interview your Techie who was responsible for Keirans car when he worked at TDi? I take customer care issues very seriously. Those are very stong words. I have twice given you the opportunity of seeing our file which contains all of the evidence and all of the corrspondence regarding this issue so that you may form a balanced view, which you continue to decline. Please let me have your substantive reasons why you think that I am wrong. Thanks. Perhaps it would be in your best interest to ask Nico for permission to make public your side of the story so that you can vindicate yourself?

Hello Dave, Quite honestly, I find your comments and actions absolutely astonishing and to be shameful to this industry. My understanding is that this thread is concerning Nico's car and the work done to it by Prolex. Clearly Nico is unhappy with the work done and the service recieved, and as far as I can see he has acted entirely professionally and reasonably. I don't believe this thread has anything to do with me or TDi, until invoked so I am disappointed that you have chosen to do so. Your invokation of TDi in a negative way to deflect pressure away from yourself appears to be a classic symptom of a psychotic disorder based around the transference or deflection of responsibility. Any knowledge you have of Keirans car is 3rd hand at best as is most of the other rubbish you come out with every now and then, and mostly sourced from your disgruntled Techie who was sacked from TDi and from Abbey Motorsport. Most people would consider any sackings strange in an industry that has a chronic shortage of skilled labour. These may well be genuine issues and concerns. "Going over old matters" is exactly what you do, at any opportunity. Contrary to your statement that I spend an inordinate amount of time trying to rubbish Prolex, the reality is that I don't and that you are quite capable of doing that all by yourself (as your ex-Directors have confirmed). I am very sorry to say that your changing of my name in such a childish manner is most regretable - I thought I had left that behind in Primary School. My dearly departed Dad used to say "you can call me anything you like, just don't call me late for dinner". Those are amusing and very wise words indeed. However, you have crossed the line of decency and have offended me, therefore I will come looking for you (and your cronies) at the next opportunity to see whether you want to offend me when I'm standing in front of you. Supposition is the root cause of many mistakes and foolish behaviour. TDi has seen many competitors come and go over the last couple of decades, and expects to see many more come and go the same way. It's just business. The credibility of the person you refer to is highly questionable (non exitstant in my opinion) for the reasons stated above, but I am sure LOCers are capable of making thier own minds up. It's easy to blame other people/circumstances etc etc. The bottom line is that 100% of the responsibility lies with the Managing Director of any company. Deflection and avoidance techniques are oftem employed by the dishonest and the incapable, but everyone knows where the buck stops.

Happy Birthday Rob :D

Hello Gord. You have misquoted, but I assume you are digging at me again. This subject has been done to death already, but I'll explain again: Using a fuel return line and elevated fuel pressures are aged methodologies which have the unfortunate side effects of maxed out injectors and fuel pump. This method is normally a last resort in the absence of a better solution. It is indisputable that larger injectors and a calibratable ecu is a better solution than a fuel return line and fuel pressure regulator etc, because the injector duty cycle and fuel pump are working within their design specifications and parameters. This is off topic (sorry Nico ), so it is best to leave this issue to Engineers and customers to decide on their preference. Mark - Not sure if it makes any difference but Nico also has a uprated fuel pump as well as the other bits & bobs you mention. On the early power runs the injectors maxed out (as expected at 250 + bhp) but the techy did something with fuel pressure & lowered boost a tad so now not at full load (close though) Nico may want to upgrade his injectors later. He called me en route saying how much he is enjoying the car in its new guise. I'll let him report in detail on that tho No, it doesn't really matter Dave - the principle is the same. What dyno was used? We couldn't get anwhere near a genuine 250hp using these methodologies and standard injectors. Glad to hear that Nico is pleased - he seems like a lovely guy and worthy of the very best service. Hi Mark, that very intresting statment you make about, not getting anwhere near a geniune 250hp using these methodologies and standard injectors :o When you did the turbo for Mr skippy (the blue one, dazza w now has) did it or did it not, have 260hp when it came out of TDI (im sure someone has the printout that came with the car) and Mr skippy has printouts of 250hp, 284hp and 292hp using standard injectors. now in sure that Nico's car will have 250hp as the principle is the same :D YES Hello Gord, Simons car showed around 250hp using a "sweep test" methodology on our old dyno which has subsequetly been demostrably proven to be a tad over optimistic (but not as optimistic as many other dyno's which are deliberately "tweaked" to read high). Sweep tests always read high which is why they are not used as an industry standard. Our old dyno has now been fully updated and installed with the latest data aquisition hardware and software, and is currently in operation at TDi North. Thank you for your interest. As you seem to be pre-occupied with this injector issue, and use accusatory phrases based around "selling parts that are not required", if you take Nico's car for example (which had an FCON installed), would it not have been in Nico's best interests to have been recommended the cheaper and more effective solution of larger injectors rather than the relatively more complex and costly fuel line, FPR and pump upgrade? Is this a case of selling upgrades that are not needed or I have I misunderstood the situation? Sorry for the "off topic" Nico, but Gord did invoke my name and ask me a question

If it is the TTE sub ecu Pip, you are better off replacing it with the HKS equivalent which is much cheaper and better quality (sometimes it is possible to get a free replacement from TTE but they aren't great quality TBH)

if the technician is the same technician who took me for a test drive in my car, and i suspect it is ;) all i can say is i am surprised you could video it the way he drove my car was reckless, driving at breakneck speeds through busy urban roads, with no regard for safety to anyone i got out the car shaking it was truelly a shocking experience the strange thing was , was that dave was in my car as well and was as shocked as i was, he assured me he would be having words with his technician looks like communications failed ;) certainly isnt the best way to bed brakes in If it's the same guy that used to work at TDi, I can tell you that he was disciplined several times for this issue. He was not allowed to drive our clients cars because he was on a ban, but this didn't stop him from driving his own cars (which I believe is criminal offence). The problem we had was that he would completely deny the allegations of bad driving. That is excellent news Nico. Please ensure that you get written instructions for the installation and bedding-in produre, to avoid being blamed. Please let us know how you get on. Thanks :)

I agree with you Mat. However I would add the caveat that we have seen big brake kits made by a manufacturer in the SE London/kent area that suffer from warped discs. It's caused by a poor design issue.

Nico, sorry I don't understand . Are you saying that you were told that the brakes were pre-bedded in by Prolex, and that they were juddering as soon as you collected the car? What brand of brakes were they please? Thanks :)

For information purposes only: I must admit that I have never heard of a "fudge button" (or anything remotely similar) outside of a confectionary manufacturers or a sweet shop (I believe it may have a meaning in the gay community too). Some machines have the facility to alter the reading by way of an adjustment inside the control consul (the calibration setting). Some machines are not corrected for atmospherics or to international standards. Some machines are not capable of undertaking industry standard testing methods A dyno operator can give optimistic figures by applying a very light (or no) load when undertaking a power sweep, and by changing the tyre pressures. Fair play to you if you have got 250hp - credit where it's due. If Nico is happy with the work, the time it took, the cost, and the overall experience of dealing with you - I say well done to you :) I'm butting out now. Sorry for the off topic Nico

Hello Gord. You have misquoted, but I assume you are digging at me again. This subject has been done to death already, but I'll explain again: Using a fuel return line and elevated fuel pressures are aged methodologies which have the unfortunate side effects of maxed out injectors and fuel pump. This method is normally a last resort in the absence of a better solution. It is indisputable that larger injectors and a calibratable ecu is a better solution than a fuel return line and fuel pressure regulator etc, because the injector duty cycle and fuel pump are working within their design specifications and parameters. This is off topic (sorry Nico ), so it is best to leave this issue to Engineers and customers to decide on their preference. Mark - Not sure if it makes any difference but Nico also has a uprated fuel pump as well as the other bits & bobs you mention. On the early power runs the injectors maxed out (as expected at 250 + bhp) but the techy did something with fuel pressure & lowered boost a tad so now not at full load (close though) Nico may want to upgrade his injectors later. He called me en route saying how much he is enjoying the car in its new guise. I'll let him report in detail on that tho No, it doesn't really matter Dave - the principle is the same. What dyno was used? We couldn't get anwhere near a genuine 250hp using these methodologies and standard injectors. Glad to hear that Nico is pleased - he seems like a lovely guy and worthy of the very best service. @ Mark dyno was the same one we normally use. What we did (royal we) was re route/manufacture the intercooler piping from the kit you've seen which I'm told improves things no end also the down pipe was also done to flow as well as posible....one thing I can say will help (which you may not be aware off...bill is in the post !) is getting the 3" system as straight as possible with mandrel bends la de da (not new to you) but the Kazama rear box on Adrians car has a 2.25" pipe in the silencer itself which doesnt help matters at all for forced induction cars. Changing would definately have helped IMHO. Nico/Mine/Marcus all have 3" all the way thru (also no cat) air filter is also relocated which may have helped. Dyno sheet will be posted up by Nico for all to see sometime soon. The problem is that the fuel system with return line, FPR and ecu maxes out below 250hp. The reason I asked what dyno you used was to get a feel for how accurate it's likely to be. There are two issues for consideration. Firstly that some dyno's are inherently innacurate by way of poor design and/or lack of maintenance/calibration, and secondly that many are deliberatley falsified to provide high readings.

Fair play to you Adie - a "belt and braces" job :D As your car is (or will be) probably one of the most powerful around (except for a guy in Norway) with the 1G FE engine, I don't think anyone knows for sure whether you need the fuel return line or not. Better safe than sorry though I guess :)

Hello Gord. You have misquoted, but I assume you are digging at me again. This subject has been done to death already, but I'll explain again: Using a fuel return line and elevated fuel pressures are aged methodologies which have the unfortunate side effects of maxed out injectors and fuel pump. This method is normally a last resort in the absence of a better solution. It is indisputable that larger injectors and a calibratable ecu is a better solution than a fuel return line and fuel pressure regulator etc, because the injector duty cycle and fuel pump are working within their design specifications and parameters. This is off topic (sorry Nico ), so it is best to leave this issue to Engineers and customers to decide on their preference. Mark - Not sure if it makes any difference but Nico also has a uprated fuel pump as well as the other bits & bobs you mention. On the early power runs the injectors maxed out (as expected at 250 + bhp) but the techy did something with fuel pressure & lowered boost a tad so now not at full load (close though) Nico may want to upgrade his injectors later. He called me en route saying how much he is enjoying the car in its new guise. I'll let him report in detail on that tho No, it doesn't really matter Dave - the principle is the same. What dyno was used? We couldn't get anwhere near a genuine 250hp using these methodologies and standard injectors. Glad to hear that Nico is pleased - he seems like a lovely guy and worthy of the very best service.

Who said that Adie doesn't need a fuel return line?

Hello Gord. You have misquoted, but I assume you are digging at me again. This subject has been done to death already, but I'll explain again: Using a fuel return line and elevated fuel pressures are aged methodologies which have the unfortunate side effects of maxed out injectors and fuel pump. This method is normally a last resort in the absence of a better solution. It is indisputable that larger injectors and a calibratable ecu is a better solution than a fuel return line and fuel pressure regulator etc, because the injector duty cycle and fuel pump are working within their design specifications and parameters. This is off topic (sorry Nico ), so it is best to leave this issue to Engineers and customers to decide on their preference.

Hi Harry, Welcome to LOC Mark :)

That's great new mate - well done and congratulations :D

Most decent small independant garages should have this equipment. Hope this helps :)