#1
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DOHC 4 valve heads - current status
Hi together,
just finnished the current batch of cylinder heads on my milling centre. Attached one picture of 4 heads. Cutting the fins was time-killing, but after the first head was done the mill did it whilst I could do other jobs. Since the 1st batch in February some changes were made to the mold (inlet channel, position of valve seats, etc.). Robert Bernauer will get them the next days to accomplish them with valve seats, guidance, valves, etc. The camboxes are nearly finnished, also the manifolds and other parts. Hope to give you more info soon. Martin Bott Bug @ 5-Speed |
#2
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Martin,
Very nice, looks so much better in alum, compared to the prototypes you showed me while we had some beer's last years. I will show Ana, the progress, but I know she won't truely understand. VR ALex
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Alex Olaverri Sales Associate for Bug@5-Speed (US) Email: Bugat5speed@yahoo.com Tele: 973 204-5463 |
#3
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Hi Martin,
Those are awesome! I am really looking forward to this. What are the details, your vision for the engine? -displacement -based on which case -cylinders -street/race -fit in the stock engine bay -cooling system Could this be a reality in our street cars? What is your timeline? Sorry for all the questions, but if your looking for a test vehicle in North America, let me be the first to volunteer! Pete
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'72 super '65 bus '52 split |
#4
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Hi Pete,
some answers to your questions: own case (molds are just being built, engineered with CAD like the heads also) Porsche cylinders, custom made pistons street or race, whatever is wanted engine is only 1-2 cm wider than an original type 1 something in classic style (f.e. like Jake Raby`s project) will not be a cheap option, so it depends what you want to spend for your street car timeline is much depending on budget. The things cost quite a lot. We want to have a prototype running in autumn what is meant with displacement? Sorry for this stupid question, but my English is not perfect. Hope to have given some details for you. Thanks for your interest in the project. Martin Bug @ 5-Speed |
#5
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Martin,
No worries, your English is great. Displacement is the size of the motor. 2L, 2.5L, 3L? As for cost, what kind of money are you thinking? How expensive? You can message me. Thanks, and i'm looking forward to the updates. Pete
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'72 super '65 bus '52 split |
#6
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Great progress Martin!
Its a pity (imo) that you didn't choose the type 1 or 4 engine case as a base to make the heads onto. Any particular reason why you and Robert choose to also have a totally new engine casing type made for these? Is cylinder spacing larger or similar to type 1 or 4 (or 911 perhaps)? Thanks, Walter |
#7
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Hi PeteVW,
will PM you directly. Walther, the reason for the new crank case will explain itsself, when the project has a special status. Can´t say much at the moment. Sorry, but later more (I promise). Can tell you that they will not cross your project, as they are not for type 4. Thanks for your interest! Martin |
#8
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Quote:
Its just that I think you could maybe make less expensive engines and therefore more of them if you would/could use an existing platform. Besides, an existing platform has its own charm, despite maybe its weaknesses, if any Still, its very cool too see a complete set of OHC heads for an aircooled boxer 4-cyl.! Please, carry on! |
#9
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Hi Walter,
it´s nice that you are not annoyed about another "OHC-producer". But you are right and I share the same opinion, that it´s good that some people do development and engineering on things that are totally different from the things that all do. You may be right what concerns the price of such an engine, but on the other hand you will get something very special and - that´s the main reason - the engine will stand power and high revving. The reason for the new case is that we go with 5 crank bearings and that will give the engine a complete new character what concerns durability. I don´t want to engineer anything based on a platform that (in my opinion) is not the correct one for a modern flat four engine. Type 1 and type 4 are wonderful engines, but 3 bearings are that what limits them for high revvs and high power. I know of too many engines that have to be reconditioned after only one season. I think that´s mainly caused by the case and the crankshaft. If you obey total costs on a longer period than such a type 4 can become very, very expensive and in the end the option with the new case might be the cheaper one. It´s only the phase of development that slows down the project, but it will not have any effect on availability later. Each of my products once started as a single part and was later switched to a serial product. How´s your project coming forward? Martin |
#10
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Cool!
I don't believe the stock case being 3-bearing only is such a weak point for the power output and duration of that output we talk about. Failures of engines usually is a misconception of the parts used and more even so: incorrect maching and/or assembly of parts, but thats just my take on it, so don't let that put you off of your project I just took my totally stock 914 2.0 engine in my street 1303 today to 305 Nm and 222 hp with the addition of a single turbo... The type 4's are great little engines The apfelbeck project is not 'mine' though and AFAIK, its not moving at all at the moment |
#11
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Any updates to this project?
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#12
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wow
Hi, I have just seen this post (late bloomer), why not take the type IV to the next level? And then there the pricing, all the way to the moon, wow. At one time I wanted a large displacement engine, but priing went through the roof 4,000.00 US for a set of heads. It makes for a slow build, I don't know about most members but I am a lowly diesel mechanic. My money does not come that fast. It would have been nice to hear that you sold your parts to thousands on this planet; not hundreds. There will be those that will buy, I'd like to see you be a seccess. High cost of parts and slow buying will effect your investment. Just for an example, look how the type IV market sputters, it should have really taken off by now. However 1000.00 pistons, 2000.00 cranks, 4000.00 heads, 1000.00 connecting rods. I think CB Performance is doing it correctly, not too high in pricing. O well . A good type IV case that would ealily reach the 3.5 displacment, and use none grommet type of oil cooler interface; would have been great.
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#13
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What about the type 5 engine (Vanagon oxyboxer)? Not sure how many ribs the case has, but from what I understand they're supposed to be a lot stronger, can be converted to accept type 1 crank and heads, and run air-cooled.
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'66 Bus(11-window, CLK rims, disk brakes, IRS, bags, hydr. clutch, Super-1600 w/injection) |
#14
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progress?
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