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> MassIVe redefined., This should seriously influence future "six Vs four" debates
Jake Raby
post Oct 11 2007, 12:44 AM
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This first became a partial solid model 7 years ago. 1.5 years later that solid model was completed by Shad Laws, LN Engineering Co-founder.
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Life happened and Shad moved on, leaving with Charles Navarro with a ton of files that were partially completed. After a couple of failed attempts with another billet head design that I began in 2002 (poor exhaust port location) I convinced Charles to allow me a try at getting the "Porkies" head design to a functional state and out of the solid model stages.


Fast forward over two years from that time and you have this MassIVe creation that has been an effort between myself, Tom Digby (The Engineering apprentice currently working with us) and LN Engineering. Charles had already done his part with the development, having assumed all other responsibilities of managing LN Engineering while his (then) partner Shad Laws did NOTHING except the research, design and etc related to these heads and their characteristics, so we have taken things to the next level, but it has been a bumpy road!

These pictures are of Porkies prototype MK-I, it was subject to a machining malfunction and deemed a paper weight about 20 hours into the machining process, but we had the head mostly finished for mock up purposes and to assist with the final rocker arm design before maching the MK-II heads that are 95% finished today, just awaiting pushrod tube bores to be machined and rocker pads to be carved. Of course this particular head has not had the fins cut into it yet- no need as this head will never "run" on an engine. The MK-II heads are fully finned, even fins are cut into the exhaust port OD, and in other areas.

The design needs no intake manifold, the intake flange is designed to accept an IDF Weber patter throttle body DIRECTLY, hence it's shape.

Valve sizes START at 54X46 mm and can go as high as 58.5mm intake and 51mm exhaust on extremely large bore sizes. The MK-II heads, as well as this MK-I prototype are bored for a 106.3mm cylinder, but we'll be testing them with a 105.07mm cylinder from my 3 Liter R/D engine initially and keeping the most conservative valve sizes available. Using this test engine allows direct comparison of this truly MassIVe head against other previous offerings like the German made "Engine Plus" heads, stock big valve TIV heads and the Pauter Super Pro heads, all of which I posess a pair of solely for comparative analysis. The difference is the combustion chamber technology of these heads absolutely supersedes ANYTHING EVER AVAILABLE for pushrod driven aircooled engines. This technology is the only thing we can't picture publicly and thats because of the patent pending processes that Charles is currently exploring.

These heads will have a custom made piston that optimizes the valve angles and combustion chamber characteristics to further optimize the chamber technology. These pistons are completely designed and ready to be machined. We'll also be applying another Nickies cylinder especially made to best suit these heads, designed for Turbo applications to handle insane boost, because these heads are VERY, VERY rigid!

Anyway, here are some pics to make you scratch your head and wonder "Why the hell did they do that.

Yes, they will fit in a 914 engine bay with a custom Tangerine header, since Chris also assisted Shad with the initial research, sizing and exhaust flange characteristics.

Features:
-Porcupine chamber technology (on steroids) with anti detonation features built in allowing up to 11.5:1 CR on PUMP GAS!
-Bores from 100mm up to 111.5mm possible (these are not for something as miniscule as a 2270!)
-OFF THE SHELF Corvette Z06 lightweight valves, springs, seats and retainers are standard (cost effective, latest technology available and readily available anywhere!)
-Standard rocker ratio is 1.6:1, up to 2:1 ratios available on the MK-III race heads
-Rocker arms are billet chromoly steel and "self oilers" for street applications
- Anti-reversion exhaust port design- no stub pipe needed!
- Direct throttle body fitting to the cylinder head for up to 60mm throtle bodies!

The conception of MassIVe performance from a block of billet into the biggest development the Type 4 engine has seen to date.
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Jake Raby
post Oct 11 2007, 12:51 AM
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Top side of business!

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No more exhaust port flow challanges!
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Tons of fresh real estate in the rocker box- starting from scratch is a true blessing!
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Close up of the Anti-reversion exhaust port/stub pipe combo
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Yeah, this changes everything in every way possible!
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McMark
post Oct 11 2007, 12:53 AM
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Jake Raby
post Oct 11 2007, 12:55 AM
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Mark, now you see why I wanted the "M4" logo so badly!!!

Got any new versions for me??? LOL (damn you did good on that one!)
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hwgunner
post Oct 11 2007, 01:01 AM
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914 Parts @ Discount Prices 800.321.5432
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QUOTE(McMark @ Oct 10 2007, 11:53 PM) *

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Ditto
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McMark
post Oct 11 2007, 01:03 AM
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You saw the latest one from today, right? Tom has that and the T1 one.
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craig downs
post Oct 11 2007, 01:08 AM
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All I can say is WOW
I wonder why the factory didn't extend the exhaust like that.
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Jake Raby
post Oct 11 2007, 01:13 AM
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QUOTE
I wonder why the factory didn't extend the exhaust like that.


Same reason they didn't swap to roller cams, Nickies and etc.


Mark, I was welding all day on a Pinzgauer EFI test plenum and only saw the first versions.. Feel free to post the TIV one here :-)
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McMark
post Oct 11 2007, 01:15 AM
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Okay...


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Jake Raby
post Oct 11 2007, 01:19 AM
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Bitchin! EXACTLY what I wanted!
For those that don't know Mcmark was the guy that came up with my current, worldwide recognized "MassIVe" logo like 8 years ago!
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PeeGreen 914
post Oct 11 2007, 01:33 AM
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Just when you think you're done...wait, there is more..lol
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You know Jake. I think I am going to look for a great 914 in a little over a year to put one of you newest engines init. I like the fact that I can do everything with a four...hp, cool running, and such... as you can with a six. Not only that, but it is easier to weight balance a four and it is much lighter. I will be in touch soon. I just need to get a 2.4l in my six first (IMG:style_emoticons/default/biggrin.gif)
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Jake Raby
post Oct 11 2007, 01:43 AM
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Or find a 356 or 912 or a beetle!

This beast shoved into a 356 would be ungodly!
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PeeGreen 914
post Oct 11 2007, 02:05 AM
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Just when you think you're done...wait, there is more..lol
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Yeah, but spend all that money for a 356 and not have it handle like a 914? I need to stick with the 914s. I had a 911, and I just wanted to do more stuff to m 914 and neglected the 911.
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Rand
post Oct 11 2007, 02:06 AM
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Amazing Jake. Very cool to see this becoming reality.

Is it way too early to estimate any rough ballpark figures for expected cost and power?
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Jake Raby
post Oct 11 2007, 02:24 AM
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356s handle great and they are lighter than a 914 :-)

I have NO IDEA what the potential for the heads really is HP wise. Based on the calculations of the intake cross sections they will easily flow 300CFM and thats generally good for 1HP/CFM N/A.

But with all the other advancements impacting things too its impossible to say.

None of my software has a template for this chamber design and spark plug location, so its really a total crap shoot and thats what I love!
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grantsfo
post Oct 11 2007, 02:28 AM
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I'd call that "The Frankenhead"

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Jake Raby
post Oct 11 2007, 02:31 AM
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Right now it's referred to as "The money pit"....
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PeeGreen 914
post Oct 11 2007, 02:49 AM
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QUOTE(Jake Raby @ Oct 11 2007, 01:24 AM) *

356s handle great and they are lighter than a 914 :-)

I have NO IDEA what the potential for the heads really is HP wise. Based on the calculations of the intake cross sections they will easily flow 300CFM and thats generally good for 1HP/CFM N/A.

But with all the other advancements impacting things too its impossible to say.

None of my software has a template for this chamber design and spark plug location, so its really a total crap shoot and thats what I love!


Okay, I am sure a 356 would kick ass, but I just can't reason spending as much for one as I am thinking I would have to drop. I found a fixer for 25,000 the other day, and I was told that it was a steal. One of my buddies has a speedster, and Iget to drive it on the track soon.
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Jake Raby
post Oct 11 2007, 03:21 AM
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I'm working on a deal for a 64 C sunroof that's a good driver car...

I'm keeping it bone stock except a taller 4th gear and fuel injected TIV power.

914s are definately cheaper, but the 356 is money in the bank-
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URY914
post Oct 11 2007, 07:06 AM
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I built the lightest 914 in the history of mankind.
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Aluminum as art. Amazing work.

Now are you looking at making cases too? Of course you are why did I ask.
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