HELLO!!!!


Before you jump to conclusions, these ARE NOT the "New Generation" heads! These heads have 80+ hours of Len's labor in them. They started off life as a 1.8 OEM head! Now they are to be outfitted onto a 260HP, 8,500 RPM direct fired, EFI'd, Titanium rodded beast for an Aluminum bodied hand built 550 replica to be debuted at Leman in July! These are one of a kind, never to be duplicated, just like the engine they are fitted to.










and here is the "Money shot"..... This is our newest exhaust port shape, and we already have special stub pipes made for it exclusively.. This is primarily to be used with Turbocharging. This changes all the rules. Len rocks!


Here are more pics in a gallery on my site.
Mighty Gallery

Yet again we raised the bar higher.... The sky is the limit.

***Valvetrain not pictured, proprietary!***

Oh my......

beautiful stuff! ....what are the coatings?

That combustion chamber reminds me of the concrete skateboard parks from the 70's-80's. Looks like a fun ride till you hit the drain

QUOTE (goose2 @ Mar 13 2006, 06:18 PM)

beautiful stuff! ....what are the coatings?

The actual coating composition is proprietary as I have 5 years of trial and error into it. It's applied by a company local to us that does a ton of work for NASCAR and they were willing to work with me to develop these profiles just for the TIV.

These latest coatings I just perfected in mid 2005 and they work so damn well that it's amazing! You can tel a big difference when putting a coated and non coated head in the oven at the same time.. The coated head won't get as hot and it cools off almost twice as fast as the non coated head that was hotter when it came out of the oven.

Coatings are not created equal. I melted pistons, lost rings and seized valves before we found what works and what don't with these engines and these coatings are limited only to my "Super Hero" engines and they certainly are not cheap! (4 pistons, a pair of heads and some DLC coated valvetrain cost us 1500 bucks to have coated!)

QUOTE (goose2 @ Mar 13 2006, 06:18 PM)

beautiful stuff! ....what are the coatings?

Especially the gray stuff inside???

OOPS, already been asked...

Twin Plugs?!

Yep.. The twin plugs are "Period correct" for a 4 Cammer 550 and also allowed us to run 11:1 CR on pump gas!

The entire car looks like a 550, with every modern attribute..

The car is absolutely amazing and I can't wait to see how it goes over at Leman, Beth and I are going there for the Classic Leman in July to see!

Are any of the mags doing a story on the build of this car?

Yes, Porsche Post from the UK is doing a story and there is also a 30,000 word book being written on the entire vehicle build up.

The owner has come to document the build up twice in the past year- He brought me the core engine in a suitcase from the UK!

This car is beyond the comprehension of most of the magazine journalist, they don't even appreciate it!

QUOTE (Jake Raby @ Mar 13 2006, 06:30 PM)

Yep.. The twin plugs are "Period correct" for a 4 Cammer 550 and also allowed us to run 11:1 CR on pump gas!

What are you doing for a dizzy?

a modern 550 4cammer!

wow.

11:1 CR, twin plug!!!!??!

pump gas?!

b

What dizzy??

It's direct fire...

Why waste all this leading edge work with an archaic dizzy!

This project literally had no budget, but the customer got a REAL deal on the engine!

QUOTE (Jake Raby @ Mar 13 2006, 06:46 PM)

What dizzy?? It's direct fire...

I should have know better....

I wonder how long a head like this will last?

b

Why should it last any shorter duration than any other TIV head?

The work we have done has strenghtened the heads, not weakened them. No material was removed from the head, material was added through pre heating and post cooling of the heads- the time consuming and correct manner of welding an aluminum head.

Nothing I do is short lived, thats why it takes so long!

This is a full time street engine, but it will see track time at Leman, Spa and Monaco....

QUOTE (Jake Raby @ Mar 13 2006, 08:53 PM)

Why should it last any shorter duration than any other TIV head? The work we have done has strenghtened the heads, not weakened them. No material was removed from the head, material was added through pre heating and post cooling of the heads- the time consuming and correct manner of welding an aluminum head. Nothing I do is short lived, thats why it takes so long! This is a full time street engine, but it will see track time at Leman, Spa and Monaco....

I guess you're right, I guess I was thinking along the lines of heat and stress cracking, but since you're adding material and there was NO budget, thats probbaly already covered

b

What heat??

This engine will more than likely run cooler than stock with the Thermal Dispersant coatings, Thermal barrier coatings, DTM, twin plugs and EFI..... AND the car is 1/2 the weight of a 914!

HP doesn't make heat.....

wow oh wow.
thats art.



You should take it outside and take some pictures in the early morning light. You can see how the flow works. The turbulant areas, the transitions.

so cool.

That aint just cool, its ice cold!

jake how'd they do on the flow bench? what size valves?
they look monstrous. huge direct ports.

Hey Jake.

Flippin awesome!

What more can I say?






Did you gas port the pistons?

How well does the thermal dispersant work? Do you have any hard data for it, in comparison to aluminum?

Nice,

Yup thats all I can say cause I'm pretty much speachless.
and that don't happen often.

Which costs more, a 917 engine or this?

b

QUOTE (alpha434 @ Mar 14 2006, 01:15 AM)

How well does the thermal dispersant work? Do you have any hard data for it, in comparison to aluminum?

Yes I have hard data. Yes it works.

All coatings are not created equally, the first 3 coatings we tried INCREASED head temps.

I'm sure a 917 engine costs more than this, even a rebuild of a 4 cam does....

But the customer got a very good deal on the engine- Len and I have as much invested into it as he does! Cars and customers like this don't come along everyday and we decided to flaunt some ideas on thsis project because it was perfect to showcase our work to a group of serious people that appreciate it.

The customer came to me wantinga run of the mill 2270/2316... He came over from the UK and brought pics of the car and the outline... Right away I knew he was the perfect guy for this combo!

wow...those ports are huge...I'm wondering if a variable length/area intake plenum would make a nice addition to this motor for more torque at the lower RPMs....of course in the car it's going into, I doubt it needs much help

QUOTE (messix @ Mar 13 2006, 11:52 PM)

jake how'd they do on the flow bench? what size valves? they look monstrous. huge direct ports.

Perfect turbo head!

Don

Actually the Turbo version would be a 85+% head. This head is perfectly balanced at 80% average...

Drivability isn't a concern! The cam being used is a derivative of what Racer Chris is running in his 186HP 1800CC F prod engine! The intake valve is open .350 at BDC!

It'll START to pull at 5,000 RPM...

Hey Jake..... how come you spray painted all them heads???

Seriously, does that coating holds up the the valve seats and valve faces?? Must be tough stuff. Heads look real nice!

It held up fine on a class 10 SCORE engine that I built last year... It did a full season including the Baja 1000 and it was still intact enough to be washed up and resused!

QUOTE (Jake Raby @ Mar 14 2006, 10:12 AM)

It held up fine on a class 10 SCORE engine that I built last year... It did a full season including the Baja 1000 and it was still intact enough to be washed up and resused!

it is pretty damn amazing that a coating can take the abuse of a combustion chamber with the heat and cooling effect of the incomming air...and then throw in the heat cycles of the parent material expanding and such....I might have to scrap my watercooled head plans

Yeah. Do you have problems with chipping or flaking of the coatings?

And I'm going to start PMing you a barrage of questions.

The coatings are just like painting a car, its all ijn surface preparation and application to get positive results.. We finally found the guys that would do this for us but not at a "cheap" rate...

Here are the pics of my pistons in the 3 Liter test engine we used for Billet head testing..





Here they are after 14,000 miles of 235HP hell raising. The coating was only scuffed just under the ring oil ring lands
. This engine ONLY had .001 of piston/skirt clearance and still attained this!

As for all the PMs... No need in writing them unless you plan on purchasing an engine with them employed, I don't do this for my health. The R&D to perfect this cost us thousands of bucks and no one gave us any assistance!

Jake,

You will like Lemans....nice train ride from Paris. I was there a year ago..did not get to the track though

Lots of nice food over there...it might be more fun to rent a car to play around on the roads...

have fun!! Take lots of video!!

The owner of the Mighty Spyder is going to let Beth and I borrow his Citroen to drive all over the UK from his place in London. I want to spend a solid 2 weeks there and about before cruising with the Porsche Club of G.B to the event in the Spyder. Beth and I already plan on hanging out at www.rabycastle.com for a day or two as well.

The owner of the car posted this earlier on the Spyderclub site
"Jake doesn't know it yet, but when he gets to France in July for the Classic Le Mans series, I've booked him a once-only drive on the circuit (just one lap) so that he may test the little beauty for himself. There will be others on the track too, so not at racing speeds, just a gentle poodle.... "

To say the least I'm excited! Just having a pic driving this car, with this engine at Leman will be priceless!

QUOTE (Jake Raby @ Mar 14 2006, 01:05 PM)

The owner of the Mighty Spyder is going to let Beth and I borrow his Citroen to drive all over the UK from his place in London. I want to spend a solid 2 weeks there and about before cruising with the Porsche Club of G.B to the event in the Spyder. Beth and I already plan on hanging out at www.rabycastle.com for a day or two as well. The owner of the car posted this earlier on the Spyderclub site "Jake doesn't know it yet, but when he gets to France in July for the Classic Le Mans series, I've booked him a once-only drive on the circuit (just one lap) so that he may test the little beauty for himself. There will be others on the track too, so not at racing speeds, just a gentle poodle.... " To say the least I'm excited! Just having a pic driving this car, with this engine at Leman will be priceless!

Wow! Very nice! Take pictures.

Those are nice heads Jake, but I wouldn't trade them for mine, especially since they will be bolted on the rest of your kit shortly.

QUOTE (Randal @ Mar 14 2006, 09:18 PM)

Those are nice heads Jake, but I wouldn't trade them for mine, especially since they will be bolted on the rest of your kit shortly.

Randal, Your engine would make less power with these heads, than the ones Len prepared for you!

Simply because of the "combo"

QUOTE

and here is the "Money shot"..... This is our newest exhaust port shape, and we already have special stub pipes made for it exclusively.. This is primarily to be used with Turbocharging. This changes all the rules. Len rocks!

Jake...looks like you got a bit of chatter in the face of that exhaust port??

Hope you intend to finish cut it!

Nope.. no chater.
Its the way the camera shoots the pic.

Its as smooth as a baby's butt

Hey Jake if'n you are taking that car on the track over yonder here is some study material for ya.

http://www.msscca.org/msscca_autox_school_2005.ppt

QUOTE (Joe Ricard @ Mar 15 2006, 12:25 PM)

Hey Jake if'n you are taking that car on the track over yonder here is some study material for ya. http://www.msscca.org/msscca_autox_school_2005.ppt

Nice slide show, thanks for posting.

QUOTE (dstar @ Mar 14 2006, 08:06 AM)

QUOTE (messix @ Mar 13 2006, 11:52 PM) jake how'd they do on the flow bench? what size valves? they look monstrous. huge direct ports. [1MG]http://www.cycloneinjapan.com/upload/files/25/heads.JPG[/IMG] Perfect turbo head! Don

How many inches of depression are you using for that chart?

28 inches. All our data is acquired at 28", not converted from 10" like smaller flow benchs typically do.