Wally wrote:No need for sarcasm! What have you developed personally? Do you have ANY idea what it takes? Just saying..
It is still there on the site as a promise : http://www.vwspeedshop.com/pages.php?pageid=11
If the coming products will be as nice as their currently developed headers, TB's and manifolds, it could be worth the wait
I have personally developed an attitude, and it has taken many many years for it's developement and to fine tune it, and the best part it's adjustable....
Wally wrote:No need for sarcasm! What have you developed personally? Do you have ANY idea what it takes? Just saying..
It is still there on the site as a promise : http://www.vwspeedshop.com/pages.php?pageid=11
If the coming products will be as nice as their currently developed headers, TB's and manifolds, it could be worth the wait
Actually, I personally am QUITE aware of what it takes to develop a product & get it into (hopefully) production & out to market... I've been a Product/Industrial Designer since 1985... but thanks for thinking of me!
The T4 heads could be a nice option in the market place -
Hello
Long time since I been on this thread but the latest
news for the T4 heads is by the time I finished the design
they ended up T1 heads
Some other people have produced a T4 head with T1 ports
somewhere in Australia or New Zealand they might be worth checking out
Bummer, too bad they couldn't be T1 and T4 like 910s etc.
Most of us were just looking for decent T4 heads for a sane price.
Thank you for at least putting it to rest.
Addendum to Newtons first law:
zero vehicles on jackstands, square gets a fresh 090 and 1911, cabby gets a blower.
EZ3.6 Vanagon after that.(mounted, needs everything finished) then Creamsicle.
It's not over yet but the main thing that brought things to a halt
was the sudden demise of decent quality main bearings for T4 and now
also the T1.This little problem in my opinion totally kills off the T4 engine
as a viable performance platform.
"Role on the type None"
At least it's possible to ~easily convert T1 crank mains T4 size using Dodge or BMW(?) bearings in the case.
(Although I'm not sure what they do for the thrust)
Not as easily done on the T4 as it needs adapter rings.
OTOH, given how much even the "good" bearings varied that combination could be a win.
(Could be a new product?)
Addendum to Newtons first law:
zero vehicles on jackstands, square gets a fresh 090 and 1911, cabby gets a blower.
EZ3.6 Vanagon after that.(mounted, needs everything finished) then Creamsicle.
On the subject of universal head castings such as the 910
it's not a problem to move the bore centres and stud pattern so long as the head is
basically solid lump of ally with enough material and no detail.
Race heads are very easy to draw and easy/cheap to make but the hard
bit is in the detail such as cooling fins and keeping the weight down
without loosing strength.
Yes the underneath ports between the pushrods is very limiting
and I can tell VW had lots of fun with the initial design.
You just got to look at the rocker arms and the slightly different
angles on the port studs to know that
I think most of the reasoning behind the underneath ports
was the crank mounted fan and maybe the Porsche/VW 6 cylinder engine.
I'm not convinced of any extra or better cooling
I partially agree, but otoh I am not convinced about the better flow capacities of the type 1 port design either
They did manage the type 3 with crank mounted cooling as well, so that was probably not thé reason to go underneath with the exhaust ports.
It is what it is and the larger/wider cylinder spacing of the type 4 probably gives it most of its advantages in the end.
Just asking.
Did anyone ever do a type 4 head /type 1 exhaust port config. I think the modified oval exhaust ports on my turbo T4 are now flowing at there limit causing a bottle neck of exhaust gasses when using more boost and bigger turbo.
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