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#120
by
monomer
on 29 Dec, 2011 23:06
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Ports on the same side?
I'd start there. No amount of fancy heat exchanging deals are worth it when you're still heating up intake air...
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#121
by
RabbitJockey
on 30 Dec, 2011 04:46
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how can the cost end up being just 250 a piece? i could see them doing the casting for less than that, but its going to take a *** load of money to do all the machining, i mean u gotta make the valve guide holes, make all the cam bearing cap areas, bore out the cam bearings, machine the lifter bores, surface the head, install and grind the valve seats, i was thinking these heads would be in the thousands of dollars to have produced, especially with the cost of them making the first molds and experimenting with all the shrink rates
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#122
by
NintendoKD
on 30 Dec, 2011 13:27
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The guy has a foundry in Viet Nam Gam Ahn!
The manufacturing costs are going to be minimal because he runs a small operation that is mostly family owned and operated, he produces bearings valve guides, etc. and also does tool and die in the same shop. They are one of the few to have a very nice CNC and have a drop forge on premesis. The family also owns and operates a salvage and scrap operation which does some small steel manufacture for sale abroad. I got REALLY lucky, this guy is a total gear head, and he is interested in what I am doing, I need to find him a 1.6 for him to play with, he is interested and totally agrees that IDI is superior, as they have many of these older engines in Nam, he knows that the technology hasn't caught up to reuse the IDI. I just caught a lucky break.
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#123
by
NintendoKD
on 30 Dec, 2011 13:36
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but wont high temps air leave small place to oxigen?
allways tought the colder the air the better...
cold induction kits,intercoolers and so on...
Realistically, how much more oxygen in cold air rather than warm? Think about this, have sex in a car, windows fog up, why??? You make VAPOR in the car the cold air touches the vapor and what happens it condenses... Now pay attention, if liquid diesel/petrol doesn't burn, and we all know that then why on earth would we want to put cold air in our motors? cold air plus semi-vapor diesel/atomized diesel=??? I'll tell you, very simple, it CONDENSES! DUH!
once again, Why on Gods green earth would we want cold air in our engines? the vaporization serves two purposes, it takes heat from the engine "it is using the otherwise wasted heat" remember the engine or ICE is nothing more than an overglorified HEAT PUMP!! it also increases power because of mixing and better stoichiometry, as well as improves economy, because you are using less fuel, and is better for the environment, no cat required and very little if any NOX emmissions. There are some holes left in the designs here, I cannot give all of my secrets away, but just pm me and I will rest all of your fears away. Instead of adding more air + more fuel to give more power with more waste, why not increase the efficiency of the air and fuel that you are already using, think about it, It's like trying to use a sledgehammer to put a thumbtack into a cork board, just plain wasteful and you are more liable to break something, no need for fancy rods pistons etc. with my system. I really should start my own thread for this subect.
sorry
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#124
by
NintendoKD
on 30 Dec, 2011 13:39
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Ports on the same side?
I'd start there. No amount of fancy heat exchanging deals are worth it when you're still heating up intake air...
(see post above), cold air helps TO A POINT, but only goes so far, every automotive engineer can tell you that. Besides, the cold air coming in is used to cool the motor, hence the heat exchanger in the diagram.
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#125
by
NintendoKD
on 30 Dec, 2011 13:40
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BTW I started learning Vietnamese for this project, so now I can thank VWdiesel for pushing me to learn a new language.
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#126
by
theman53
on 30 Dec, 2011 13:45
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i have a head that is scrap in cylinder 3
My car died and was very well ported. If he could use it for a reference then I would hope you could give me the steel version for helping. The 3rd precup area is trash, but if he could reverse engineer it from #2 and what is there then we could all get a head that flows like my chart below as cast no porting required AND I wouldn't feel like this head was a total loss
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#127
by
NintendoKD
on 01 Jan, 2012 23:09
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Well, I really do not need the head right now, but hold on to it. I may need to take some measurements from it for the print. I have also been pondering DMLS, looks like a promising technology, but I will need to do some more research. As much as I want to keep the price down and demand up, I also want to keep it American made, and keep from outsourcing the work. If I can find someone here in the states, I will do it here, even if that means paying a little more.
thanks,
Kevin
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#128
by
rabbitman
on 02 Jan, 2012 10:50
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Well, I really do not need the head right now, but hold on to it. I may need to take some measurements from it for the print. I have also been pondering DMLS, looks like a promising technology, but I will need to do some more research. As much as I want to keep the price down and demand up, I also want to keep it American made, and keep from outsourcing the work. If I can find someone here in the states, I will do it here, even if that means paying a little more.
thanks,
Kevin
I don't see the point of being too picky about having American made parts for german cars.........at least the quality should be good though.
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#129
by
Kudagra
on 02 Jan, 2012 15:44
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As long as you get good metal (which is the problem over there is if they do it cheap its because its made of recycled Pontiac Grand AMs...and those are 98% plastic) and have the CNC set up right it shouldnt matter what the machinist speaks.
I see this happening the same as I see a 3rd viable party in our politics.
Keep trying though.
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#130
by
NintendoKD
on 02 Jan, 2012 16:59
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there is no such thing as political parties, they were invented yo divide the public and make it easier to control them. What s important are the issues, and the real issue is that our government is too powerful, and not powerful enough at the same time; but that s off of the subject at hand. I will succeed, PERIOD!
met "over the phone" today a fantastic gentleman who used to have Jay Lenno hang out in his shop in his teenies, guy is WAAAAY knowledgeable, and is helping me out in a few things. The main thing is that he is an awesome guy, with a TON of knowledge of old cars etc. He still does some machining, I have to soften him up to the idea, but he isn't against it. Located up in southern Maine, goes by Ben. I ended up meeting him via the zephyr v12 forum I moonlight on.
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#131
by
theman53
on 22 Mar, 2012 19:08
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Still interested, but make it quick
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#132
by
gnavs
on 23 Mar, 2012 09:21
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So, if this becomes a reality, what becomes the next weakest link in these engines? Suppose we have a head that will not warp, a Giles super pump that will provide more than enough fuel, compound turbo's to ensure enough air gets in there, girdles to keep the bottom end from flexing.....
What's next? Is this the next step towards a
somewhat reliable 300hp? Maybe I'm dreaming, but this could be a weekend tinkerers dream come true
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#133
by
R.O.R-2.0
on 23 Mar, 2012 09:32
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So, if this becomes a reality, what becomes the next weakest link in these engines? Suppose we have a head that will not warp, a Giles super pump that will provide more than enough fuel, compound turbo's to ensure enough air gets in there, girdles to keep the bottom end from flexing.....
What's next? Is this the next step towards a somewhat reliable 300hp? Maybe I'm dreaming, but this could be a weekend tinkerers dream come true
time to start taco'n some rods..
i want 80psi boost.. i think that will do the trick.
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#134
by
gnavs
on 23 Mar, 2012 13:31
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just keep beefing up the last part that failed until we end up tossing an engine through the hood? I like it