Duke Williams

[Wayne K.]

Time can be a healer, hopefully so here. *NM*

[Duke W.]

Re: Duke Williams

I received several private e-mail inquiries as to my status and whereabouts, so I will respond publically on this forum.

I became active on Internet automotive discussion boards in the late '99 time frame, but over the last couple of years I stopped participating in all other forums including those relating to the Cosworth Vega, Toyota MR2, and Mercedes Benz. (I own an example of each.)

Last summer I quit the Corvette Forum for a time, then went back only to quit again for good last fall.

As some of you may be aware I have an indepth engineering understanding of internal combustion engines, being one of a few hundred living graduates of The University of Wisconsin Engine Research Center where I did emission related research and earned a MSME.

In the last five years I have put together a suite of engine system engineering tools on my desktop PC - a toolset that engineers would have killed for 30 years ago - and am able to do professional level engine system engineering.
I do not charge for my services, but have offered them as a vintage Corvette enthusiast and hobbiest to qualified individuals. In particular, I have an interest in projects that maintain original engine appearance and overall operating characteristics, while improving overall performance, which is primarily expressed by torque bandwidth.

Over the past couple of years I worked with two owners to develop an optimum 327 SHP configuration - one that maintains original appearance and overall engine operating characteristics, including idle characteristics, while maximizing torque bandwidth, power, and maximum engine speed. All modifications were internal - some for performance characteristics and some for durability.

Engine system engineering calls for a specification that defines various engine operating characteristics including idle characteristics, torque bandwidth, and design speed - the maximum safe engine operating speed that ensures adequate durability for each application, and road engine system engineering specifications are very different from racing engine specifications due to their very different service. The system engineering specification must be geared specifically to the engine's use, and owners must have a realistic understanding of the engine's use. "More power" or "aggressive idle" doesn't cut it. That's backyard bubbaeering, not engine system engineering. If that's the extent of one's requirements and knowledge, call the Comp Cams tech line and good luck.

Once the specification is developed, extensive analyses via engine simulation programs and other means are conducted to evaluate various components. Though these simulation programs are inexpensive and available to all, few are able to develop accurate input models or interpret outputs and use them as useful feedback to select more optimum components.

Each of the owners I worked with agreed to provide test results, such as head flow data, lab dyno tests, and chassis dyno tests in return for my "services", and I used this information to refine my simulation models, which simulate "SAE net" performance as the engine is installed in the vehicle including exhaust system and front end accessory models. "SAE gross" power may be relevant for a racing engine with open exhaust and only a coolant pump and alternator on the front end, but when you install an engine in a road vehicle with an exhaust system and front end accessories, it's a whole different ballgame, and big numbers on a lab dyno may be a dog in the car.

In particular I have been able to transform what was formerly a qualitative understanding of the relationship of engine valve timing to exhaust system backpressure to a quantitative understanding. This has given me a particularly deep insight into valve timing and the bottom line is that most all aftermarket camshafts have too much overlap, and even some OE cams have too much, but one in particular is the pick of the litter for SHP configurations. Beyond this I have a very good handle on the economic value of various modifications.

The product of these two projects were reported on various forums including a detailed description of the system engineering methodology, analysis results, test data from the completed engines, and analysis of the overall results. Many questions were asked and answered, however, there are a lot of backyard hotrodders who think they know more, and there's a limit to how much time and effort or how much I will put up with from the philistines who don't understand the 150-300 year old science (physics including thermodynamics, and fluid mechanics) that underly IC engine technology or can't present, interpret, or place in proper context analysis and test results and refer to me as a "bench racer". This is likely why one sees essentially NO engine engineers from industry or academia participating in these forums.

At this point my attitude is take it or leave it.

Following the development of what I consider to be a near ideal 327 SHP engine configuration I turned my attention to the 300 HP configuratrion, and system engineered a "Special 300 HP" configuration that includes a camshaft I designed since nothing available off the shelf would meet the system engineeering requirements. Two such engines are now being built and test results should be available by Spring. The key features of this configuration will be maintenance of original appearance and idle characteristics while producing power and useable revs in excess of an OE L-79. At this point I have not decided to explain this project and its results in detail on any public forums.

I continue to do engine system engineering and am expanding my area of research to big blocks, and I will continue to work with individual owners, but will be very picky about who I work with. A solid technical background is required, and I prefer owners who do most of their own disassembly and assembly. In particular, the owners MUST be able to manage and supervise their machine shop/"engine builder" to ensure that all critical measurements, calculations, and parts are installed in order to meet performance expectations.

Beyond the above most questions have been asked and answered on all these forums, and after posting answers a dozen times, I frankly get tired of posting the same information, particularly when there are ten guys who want to argue. Unfortunately few actually appear to learn anything - the same poor answers keep appearing - and few will search archives to unearth the wealth of information they contain, and you better duck if you have the audacity to suggest an archive serach.

So as of the end of last year the only automotive forum I participated in was this one, but events from earlier in the month have considerably damped my enthusiasm. I made no public "resignation", but I expect my participation in the future will be sparse. This forum continues to be the best for vintage Corvette owners who are interested in keeping their cars original or mostly original. There are a lot of bright and knowledgeable people here and with minor exceptions, especially compared to other forums, very courteous.

My take is that it was the best and brightest who got involved in internet discussion boards early on, but as time passes marginal players joined in and degraded quality. As an example, in past years on the Mercedes Benz Shop Forum there were a lot of original owners of W201 and W124 models, guys like me who were technically sharp and did a lot of their own work. But now most of these cars are being bought by kids for next to nothing and all they are looking for is a cheap fix to keep their beaters running, and they can't even communicate in intelligible English much comprehend basic science and IC engine technology. Slowly but surely all the guys like me bailed out. I contributed a lot and learned a lot, but given the degradation of participant quality, it was time to move on. A neighbor who is a vintage guitar enthusiast and owns several examples has had the same experience, so my experience is not limited to automotive forums. I expect that is applies to virutally all public forums, regardless of subject.

IMO the same has happened to the Corvette Forum, but much less so here. This one is still very good, which is why I have not completely abandoned it, but likely you will see less of me in the future.

Duke

[Patrick H.]

Re: Duke Williams

Thanks Duke for stopping by and letting us know what's been going on.

When I start restoring my 71 (I hope to take it apart this spring) I plan on contacting you about replacing the current camshaft with a 350 cid version (should it differ from the 327 version) of your 300 hp camshaft. I suspect that the motor portion of the restoration may be 1-2 years away, but I'm not forgetting about your project.

Please continue to stop by and see us. Your expertise on many subjects, not just oil, antifreeze and camshaft timing, is valuable.

Regards,

Patrick

[Jim S.]

Re: Duke Williams

Duke,

I just wanted to let you know that your responses have been very much appreciated by me ,for one.

!I am admittedly one of the "uneducated" people you spoke of when it comes to engines. That fact has not kept me from ingaging in several "heated discussions " with engine rebuilders however ! I would like to say you have made me look smarter, but truth be told , I usually respond to a rebuilders questions or objections by handing him a piece of printed paper that I copied from you direct reponses to me or one I have printed from the archives !It is a good feeling knowing that even if I don't know it first hand , It is verified and tested knowledge !

As I once told you " I only drive them , I don,t know what makes them work." While that message is still valid , it carries a lot less weight then it used to. I have learned alot from you postings ! I have also copied your responses on oil, antifreeze , etc.etc. for later aplication.

In closing, I would just like to say thanks for your knowledge and patience .
I know I am only one of many that has benefited from it !

Jim Schwering

[Jean C.]

Re:Duke Williams

As a daily reader of the TDB postings, I became aware from the get go that there are several contributors to this forum whose posts I should read no matter what the subject matter. These contributors consistently present knowledgeable, factual and sometimes anecdotal responses and comments to queries and they possess what is surely considered by most of us to be an unbelieveable amount of knowledge concerning Corvettes and probably automobiles in general. Duke is in this group of contributors and I believe we all thank him for his time spent on the TDB.
Best regards,
Charlie

[Dave B.]

Re:Duke Williams

I echo Jim and Charlie's words 100 %. My electronic library is full of Duke's knowledge. As a fellow USAF guy, I say thanks for everything, Duke, and always Check 6.
Regards
Dave

[Joe R.]

Re: Duke Williams

Hi Duke:

Like Charlie, I read the TDB daily and I am in the habit of reading your postings regardless of the topic. I have a library of printouts of TDB postings that are "worth keeping for reference," and many of your postings on chassis alignment, oil, camshafts, ignition timing, and other topics are in that library. Some of that information has already been applied to my car, and some of it is simply awaiting the right time.

Right now I am taking my 67 327/300 Powerglide car up through the NCRS flight judging process, but in my idle time I amuse myself with considering what changes I want to make to the engine and transmission after I am "finished" with flight judging.

The transmission will likely be changed to a 700R4 4-speed automatic, but the engine options are still unresolved. Originally I had planned to drop in a crate motor of some sort, but I have invested so much time and effort detailing my engine compartment to look original that I hesitate to mess that up.

For this reason I have been carefully following your postings about how the 327/300 will respond well to certain internal changes such as pocket porting and careful camshaft selection. I think the ideal solution for my situation would be to make selected internal changes to the original engine that are undetectable on the outside.

There are probably others like me who read your postings with great interest but are unknown to you. I hope that you will continue to share your insights with us in the future, and if you do decide to drop out here, I hope I can still find you when the time comes to focus on engine upgrades for my car.

[Mike M.]

Re: Duke Williams

glad to hear you haven't completely abandonded ship. i fully agree with your feelings regarding previously answered questions that get re-questioned time and time again and your frustration of online participants reluctant to search the archives.i post less frequently than i did 3 years ago. if i think i've answered a question previously, i refuse to re-answer. i also don't get ruffled by the rookie's rudeness--"consider the source" my way of dealing with such garbage . lets pray the others that jumped ship will return to answer previously unanswered posts. regards, mike

[Wayne K.]

Re: Duke Williams

Duke,

Thanks for responding and (as usual) giving generously of your time explaining your position with regard to this board. You have grown my knowledge and I truly appreciate those who openly share their knowledge.

Wayne

[Frank C.]

Re:Duke Williams

I also echo the positive responses of other members and hope that Duke stays with us. I have always enjoyed chatting with Duke on and off this forum. I feel like I know him personally altho I do not. We both came from the same town, so he feels like my neighbor. Duke please stay with us, because if you don't it will be one of our greatest losses..Regards Frank

[Paul L.]

Re: Duke Williams

I'm still using those Pirelli P4000 tires on my 1967 based on your recommendation. Never any regrets.