As you guys have probably read my engine program and engine kit side of the Type 4 Store have been going through some big changes with the development of the "New Generation" cylinder heads. Len and I started this development many moons ago and we have finally got the program down to the "T". These heads have given my most popular kits and complete engines a solid 15-20% gain in power over their counterparts with our previous cylinder head technology. We will not be revealing exactly what the heads entail to the publi until the first installment of the Type 4 Build up article is circulated in Hot VWs in early May as we utilized these heads on this engine in the article, but in the mean time we can let you in on some data I have gathered both on my dyno and in my 66 Beetle test car.

To do this the best way possible I'm going to include in this post an excerpt from a post I made on my forum explaining in detail the info we have attained during this past week of testing. Also I will include info and data from todays event, the Southeast dyno day, where I brought out the first test engine with these heads to the public.

Keep in mind before reading further that this is a 9.3:1 engine, built from one of my new engine kit combos. It was running on pump gas and has no fancy tricks. Also keep in mind that this engine made more power at the rear wheels than this exact same engine typically makes AT THE FLYWHEEL and all that was done was a swap to the "New Generation" heads... This kit isn't going to cost more than the current 2270, and YES it will work GREAT in a 914, the torque is astounding!

......and yes, development will continue with these heads on all my most popular engine combinations. We are seeing such huge gains and we are so into this test work and the program that I have suspended further Turbo development until we get at least 10 more of my recipes equipped with these heads for back to back testing- MY GOD IS IT FUN! You can expect to see a 200HP 2316cc engine on pump gas, with cool temps not needing exotic components with these heads as a ROUTINE occurance now, we have already done it and know how to easily replicate it!!!!

Read more if you want...

The past two years I have taken top HP and Torque at this event, last year I had first and second spots filled, but this year I let the boys play while I did some R&D work on a new engine kit combination utilizing the "New Generation" heads. I set aside the huge numbers to gather some data from a "regular" engine built with 100% off the shelf parts, with the newest 2270 combo we are now offering in kit form.

I have all the datalogging equipment installed in the Blue Bug and witnessed some INCREDIBLE temperatures from this engine on the 2 hour drive to and from the event. I had planned on drag racing the car/engine tomorrow in the Street Car challenge but my dad has his health issues so we decided to stay close to home. The gearing is definately set up to benefit the 1/4 mile and not a Type 4 thats going to be adily driven, with it's 1.04 4th gear. Due to this I was turning roughly 4K RPM at 65 MPH which in 80 degree heat would put a Type 1 to it's knees quick in the oil temp department, the highest oil temp we noted to and from the event was 190F! I only have a very small external cooler, 24 plate Mesa thats 12 years old and probably half filled with crud by now!

The head temps were unreal! The biggest CHT difference that was noted on the 4 hour trip was 23 degrees! The highest CHT I spotted was 332 degrees with most of the time the heads running between 290-310, I only hit the 332 number when pulling a huge hill while accelerating up it.

The most amazing thing is I was still attaining 22 MPG while turning 4K RPM for the entire trip! This is absolutely made possible by the effectiveness of this combo and the effects of the "New Generation" cylinder heads.

Now on to the POWER part of the story...

The dyno operator was a "New Guy" so he had no prior experience with ACVW engines and this morning he really sucked! I was #4 on the dyno and he didn't rev the engine high enough on the first run and acted like he was afraid of breaking something. I told him to stand on it for the second run and he did and got a better reading of 138 HP at 5500RPM and a whopping 147 lb/ft of torque at 3,400 RPM with a wonderful graph that I'll post later. This engine is all about usable power and the plots prove this as the torque curve is damn near flat from 2,500-4,800 RPM!

The engine was a tad bit lean but I didn't figure it was lean enough (13.2:1) to warrant a jet change. Later in the afternoon several of the guys that went earlier in the morning with me and had shabby runs had then re-done, as the dyno operator was doing much better after a few cars hit the roller and he got more used to them.

So we tossed the bug back up and did 3 more runs, 1 with the fan belt, just as it was earlier in the day and then two without the belt. Max HP without the belt ended up being 147 HP at 5,800 RPM and max torque was a whopping 155 lb/ft at 3,500 RPM! Remember that these are RWHP numbers from an engine that was built exactly as it would be from one of my kits, not a single "Trick" was added! Also remember that in the past the 2270 was only good for about 150HP AT THE FLYWHEEL in "kit" form so this new kit and the "New Generation" heads have given us a solid 20% power increase without impacting reliability, or maintainability at all! This kit is running COOLER head and oil temps than any 2270 of this stage of tune ever has before! As a matter of fact this engine made MORE power on the same dyno than the 2316cc Hybrid that was in my 914 at this event last year, and it did this without having to rev 7,500 RPM like the 2316 needed to, this engine was all done by 5,800 RPM which makes it last forever and be easy to drive at the same time!

On the last dyno pull a bunch of the guy wanted to hear the engine rev as high as it could and were giving me a hard time so the owner of the dyno got me out front with him and told ME to tell the operator when to stop rev wise. The engine was all over by 6K making power and all the revs were pretty worthless, but I decided to entartain the crowd a bit because I had already taken this engine well past 7K on my dyno and had plenty of valve control left.... So he keeps revvin, revvin and revvin and I finally hear it run completely out of air and get on the verge of valve float, so I had him kill it at a whopping 7,400 RPM- Remember this is all off the shelf parts, nothing lightened or radical! The crowd was happy..

I'll be doing a lot more test work with this engine in the Blue Bug over the next month or so before I have to change the drag gear box out for my tall geared tranny for the trip cross country to California. I plan on taking it to the local track for the next several test and tune days to get some 1/4 mile logs for HP and torque as well as some temperature data logs. I will also be doing the final testing of the 914 version of the DTM on this engine in the bug so it'll get plenty of time on it very soon both at the track and the street as I'll be driving it 80 miles a day for the next month + from work to home and back everyday.

You'll be seeing A LOT more of this engine very, very soon!

So there ya have it a new engine kit has been born, and dyno proven with great results.. It'll be available in about 2 more weeks for purchase through the store as I have to break it all down and come up with the prices of components, don't expect it to be any more expensive than the current 2270 kit, just more powerful.

Are you gonna let McMark Build these too?

Them numbers are lookin damn fine there Jake

Sounds like fun! What combo of carbs, headers and muffler were you running to get those hp and torque numbers?

44mm IDF carbs, off the shelf with 140 main jets and no other changes...

A-1 conversion header with 2.5" magnaflow muffler (we are now developing an A-1 for the 914 :-)

Mallory Unilite dizzy off my shelf with o internal changes made over my settings as we sell them.. 12 degrees initial advance, a faster curve and 30 degrees full advance.

Like I said, nothing was out of the "ordinary" with this one.... For once I went back to the basics and I have to admit that it's not as much fun as driving the same car with 235 ponies last year, but it damn sure moves out and runs cool!

3 years ago this same engine made 140 HP at the flywheel! Now it weighs in at 170 at the flywheel and these numbers posted at the rear wheels! Torque went from the 150 range at the flywheel to a whopping 180 in the same amount of time..

All of that and we haven't lost a damn thing, the engine runs cooler than it did 3 years ago and with my "raod gears" it will get better MPG I'm sure. 3 years ago this engine averaged 26 MPG and I got 22 today with a set of drag race gears in the same car!

This may not seem like crazy power to many guys that just look at peak numbers, BUT if you could drive the car and see how well it does as a daily driver you would be amazed as much as I am....

The evolution of the 2270 added another chapter today.....

QUOTE

Are you gonna let McMark Build these too?

Haven't decided just yet.. We need to see how he does with what he has on his plate right now and what the results are with customer satisfaction first. I'm sure Mark will do a great job, but I demand a lot when someone will be marketing an engine with the ties I have with this combination..... Time will tell.

Just a bump to keep the infomertial near the top.

I was waiting on that.... I thought you might have been in the middle of your Saturday afternoon siesta or something...

I would buy TV time but it's too damn expensive! Remember- I'm a 914'r too so I have to be a cheep bastid!LOL

My pleasure.....as usual. Hay, this is another bump

Damn...
You sure are being nice lately....

Thats scary

Maybe JP got whooped by a type IV.

If'n I wasn't so far maybe.......

Or he started reading the rule book and found X prepared rules attractive...

Raby power and 1640 pound teener is going to be FAST.

kickass jake!

QUOTE (Jake Raby @ Mar 11 2006, 06:34 PM)

Damn... You sure are being nice lately.... Thats scary

I've always been "nice".
You aren't 911 engine bashing, I ain't T-4 bashing.
I gotta admit, some of my bench racin' can get a little....ah... abrasive, but I'm gettin' old & mellow.

I'm the same way.. I get so into it that I go off the deep end...

BUT this post won't get that way because no one will START the bashing.....

Right????

I won't if you guys won't, so lets see if we can have a civil reunion for once!

This is great news. I knew you could do it and appreciate your efforts to bring a more cost effective high performance T4 kit to 914 owners. I'd love to see a couple of these engines in Northern California.

Hell I might have to breakdown and buy a VW to justify getting one of these motors. I'm thinking a Baja style VW Thing project would be cool!

Cool - OK had to do it - just dropped a subscription for HVW's...

So Jake will our stock tranny be fine? I bought a new flywheel/clutch from you, will it still be the right one, I haven't installed it yet. Do I need to send you my old engine or heads as a core to get one of these or will it be an off the shelf item? Would like to know if you are going to Hershey, I haven't forgotten that lobster for ya!

Ian Stott
Moncton
Canada

The stock flywheel, and pressure plate will be fine with this much power, you would only need to upgrade the clutch disc to a 6 puck unit that I carry to hold the extra power. I hold up to a tad over 200HP with the stock pressure plate and flywheel with the upgraded disc...

No cores are neededfor the heads! These heads are BRAND NEW so we don't need any cores for them- this head program totally abolishes "rebuilt" heads from my shop forever!

You can sell your 2.0 heads to help pay for the kit/heads..

QUOTE (Joe Ricard @ Mar 11 2006, 06:43 PM)

Maybe JP got whooped by a type IV. If'n I wasn't so far maybe....... Or he started reading the rule book and found X prepared rules attractive... Raby power and 1640 pound teener is going to be FAST.

Ayup, Steve Nilsony (sp?) put a whuppin' on me last spring.

As for Joe, you got 3 chances at me this year. WCC, & 2 at the Parade. Come & git some.
or, fly up to WCC & I'll let you drive a real AX car.

Steve is headed to the Parade & Randal was rattling around about it. 2 T-4s, both of which will prolly kick my ass. There's still time for some one like BRITIAN to register and drive my car
in the Parade. Beating this old fart at AX ain't that tough. With a decent driver, beating my car becomes more problematic.

QUOTE

I've always been "nice".

QUOTE (Eric_Shea @ Mar 12 2006, 08:27 AM)

QUOTE I've always been "nice".

What's so God damn funny, asshole.

QUOTE (J P Stein @ Mar 12 2006, 09:51 AM)

QUOTE (Eric_Shea @ Mar 12 2006, 08:27 AM) QUOTE I've always been "nice". What's so God damn funny, asshole.

Isn't he a riot folks! JP will be here all week. Don't forget to tip your wait staff. Good night!

QUOTE (Jake Raby @ Mar 12 2006, 07:21 AM)

...No cores are neededfor the heads! These heads are BRAND NEW so we don't need any cores for them- this head program totally abolishes "rebuilt" heads from my shop forever! You can sell your 2.0 heads to help pay for the kit/heads..

Would these new heads, out of the box, work on my stock FI 2.0L? By work, I mean show power improvements without adversly affecting engine performance. Or are these heads meant for carbed engines?

One version of these heads are designed EXACTLY to benefit enthusiasts in your situation!

Swap in NEW heads that by themselves make more power??!?!!!! I might actually be able to afford a RAT upgrade

Oh wait, I'll probably need a 2.0 engine....or maybe by some miracle there are NEW heads in the works that I can pop onto my 1.7 for MORE POWER later this year when I dive in there for valve adjustments??

Are these the engine kits that need to be assembled by the purchasing party (or local mechanic if owner is not mechanically inclined)? Or, are these going to be the engines that you fully assemble? Just curious if your talking about the $4600 kit or the $11,000 engine? This is starting to sound great though for another option to going /6

Engine KITS are ready to assemble, designed, balanced and prepped....

Adding my assembly labor and completing the engine more than doubles the price.

Kits are all the parts to complete a LONGBLOCK engine with my inspiration and parts, you provide assembly by one of my authorized assemblers, your local mechanic or yourself.

Kits have been available for the past 5 years from my company, last year they got easier to get and cheaper by the addition of my "Type 4 Store" retail parts division so they are nothing new... But this kit is the most powerful 2270 engine/kit to date.

Read the descriptions of each kit on www.type4store.com for more detailed info.

QUOTE (Jake Raby @ Mar 11 2006, 08:51 PM)

A-1 conversion header with 2.5" magnaflow muffler (we are now developing an A-1 for the 914 :-)

Any guess when the A-1 header will be available for the 914?

QUOTE (Jake Raby @ Mar 12 2006, 03:04 PM)

One version of these heads are designed EXACTLY to benefit enthusiasts in your situation!

is that listed/sold seprately??
Can we just buy the Improved FI heads, all done and ready to bolt on??
I personally will get the FI cam also.

Rich

When the wedding is paid off.....

The motor is the last thing I am doing on my 914 resto. I am so looking forward to putting one of these kits together.

Zach

I can't give any more info on the head program till May....

I will say that Len and I had a 5 hour meeting in my basement today and went over mondo details about the head offerings, how they will impact engine kits and my newest engine offerings.

6 of the 10 new head combos will be individually sold through my store, the others are for RAT complete engine's only....

This is going to make the 2.0 core heads worth a lot LESS money than they are currently! If you have some you better be selling them before May because the only guys that'll benefit from them are SCCA racers that HAVE to maintain an OEM part numbered head!

The A-1 header has to be fitted into a 914 (thats already scheduled) and it also has to be fully developed and tested with various changes.... This will more than likely take a solid year, so don't hold your breath on it, 914 specific developments are at the bottom of our list and you all know why!

QUOTE (Jake Raby @ Mar 12 2006, 09:32 PM)

The A-1 header has to be fitted into a 914 (thats already scheduled) and it also has to be fully developed and tested with various changes.... This will more than likely take a solid year, so don't hold your breath on it, 914 specific developments are at the bottom of our list and you all know why!

QUOTE (Jake Raby @ Mar 12 2006, 08:32 PM)

914 specific developments are at the bottom of our list and you all know why!

Yup A couple of damn whinners ruin it for everyone

QUOTE (Jake Raby @ Mar 12 2006, 11:32 PM)

I can't give any more info on the head program till May.... I will say that Len and I had a 5 hour meeting in my basement today and went over mondo details about the head offerings, how they will impact engine kits and my newest engine offerings. 6 of the 10 new head combos will be individually sold through my store, the others are for RAT complete engine's only.... This is going to make the 2.0 core heads worth a lot LESS money than they are currently! If you have some you better be selling them before May because the only guys that'll benefit from them are SCCA racers that HAVE to maintain an OEM part numbered head! The A-1 header has to be fitted into a 914 (thats already scheduled) and it also has to be fully developed and tested with various changes.... This will more than likely take a solid year, so don't hold your breath on it, 914 specific developments are at the bottom of our list and you all know why!

So, the heads will be available, for FI, but not till may?

Rich

None of the "New Generation" heads will be available till May. we are still working out pricing and designing combos of valve and ports and chamber shapes.

I learned long ago to have all the T's crossed and I's dotted before opening my mouth on sales and prices....

Hot VWs gets the ability to debut them for us in May in the opening portion of the Type 4 build up article.

cool, if the price is less than getting a cracked set rebuilt, I would like to sign up for a set now...

Rich

The price wil be comparable to the price that a TIV specific head specialist would charge to rebuild a set of stock 2.0 heads and upgrade them to 12mm spark plugs..

For the last few years as the old heads have gotten worse and worse the price for casting repairs has severely increased and inflated rebuild costs- all that and you still have a 30+ year olod head!

The average price for rebuilding a set of mediocre condition 2.0 heads to stock specs has been 1000-1200 bucks.(can go over 1400 if the heads are in bad condition)..These heads won't be that much more for a brand new pair 100% ready to bolt on with stainless steel valves and all new springs, guides and retainers.

whats the issue with sodium valves?

i heard when they fail its BAD, but any details?

b

Yeah, it's bad....
The waste the entire engine... They don't just fail, they explode.

I haven't used them in years and refuse to. They were leading edge in the 70s, but today they just plain suck.

I had one fail 3 years ago in a bone stock engine and it wiped blew the piston into pieces taht the crank picked up and blew through the top of the case!

They take a small failure and make it a total demolition of the engine.

woah.

b

So, when does the "May" issue actually hit the stands...I just got the April issue...

So I assume early April sometime.

If so, will you release the new stuff on your web site at the same time?

Please broadcast a message here (I know you will anyways)

Rich

Its the June issue, available 10 May if you are a subscriber..

trust me, these heads will be the rage when the article hits the stands and I post pictures... It will be impossible to keep up with the demand, I'm sure.

QUOTE (Jake Raby @ Mar 13 2006, 10:07 AM)

Its the June issue, available 10 May if you are a subscriber.. trust me, these heads will be the rage when the article hits the stands and I post pictures... It will be impossible to keep up with the demand, I'm sure.

I'm sure you've seen the data on the "porkies" heads....how would you say these new re-worked heads compare??

QUOTE (Jake Raby @ Mar 12 2006, 08:32 PM)

This is going to make the 2.0 core heads worth a lot LESS money than they are currently! If you have some you better be selling them before May because the only guys that'll benefit from them are SCCA racers that HAVE to maintain an OEM part numbered head!

Damn, there goes my retirement plan down the drain I was hoping those old 2.0L heads would carry me for a while. I guess I better find some real rare parts this time.

QUOTE (Mueller @ Mar 13 2006, 09:53 AM)

QUOTE (Jake Raby @ Mar 13 2006, 10:07 AM) Its the June issue, available 10 May if you are a subscriber.. trust me, these heads will be the rage when the article hits the stands and I post pictures... It will be impossible to keep up with the demand, I'm sure. I'm sure you've seen the data on the "porkies" heads....how would you say these new re-worked heads compare??

These are not nearly as radical as the Porkies were going to be...

These are heads that EVERYONE can use, not just the guys needing mega performance. For those guys my Billet head program is still under development and we have seen 300CFM from a set of those heads for a STREET engine so far.

We do have set of heads that will mimic the "Mighty Spyder" project I'm finishing now that are radical, but still very cost effective.

The enthusiast that will benefit the most from this head program are the guys that want a reliable street engine up to 200HP.

Jake, are you still going to Sacramento?. I've marked off time to drive down but, I haven't made any reservations. As soon as you are going for sure I'll start hunting for a place to stay. And I want a ride in that car.

By the way, the car is running great.

Dave

Yep.. still going.. The car is running great and I'm working on my trip/route today..