Let me know when that happens, Joe, I'll bug George over at Adam Wik's place for some dyno time, and I'll bring the camera and the film.
You're right; a lot of today's technology is NOT being applied to our beloved aircooled engines, and it's a shame. We are just starting to see progress in that direction with the CNC heads, Biral cylinders, fuel injection, super squish pistons, etc. It would be interesting to see how a well-built 1385 would stack up against Hirohito's finest...
<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by Dave Cormack:
<B>Let me know when that happens, Joe, I'll bug George over at Adam Wik's place for some dyno time, and I'll bring the camera and the film.
You're right; a lot of today's technology is NOT being applied to our beloved aircooled engines, and it's a shame. We are just starting to see progress in that direction with the CNC heads, Biral cylinders, fuel injection, super squish pistons, etc. It would be interesting to see how a well-built 1385 would stack up against Hirohito's finest...</B><HR></BLOCKQUOTE>
As time permits, I`ll start on it. I`ll keep you posted as to progress, also post pics for the forum.
<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by Dave Cormack:
<B>No, NO, Joe, not at all !!! That was not the intent at all !!! Heck no, I want to waltz in, and waltz out with an "RSR" engine, that has GOT to be a thrill ride in ANY VW. No, as a matter of fact, I like that "incognito 2332 under the lid with no standoffs" idea, what fun that would be in a stock looking '65, with stock wheels, stock paint, stock interior, etc etc. I'm soory you took it that way, nothing could be further from what my intent was.. !!!
If anyone else felt the same way about my post, I sincerely spologize.</B><HR></BLOCKQUOTE>
No apology necessary Dave!
I FULLY UNDERSTAND! I was just trying to decipher the text is all! Thank you for the clarification.....By the way...An "RSR" has your name on it....LOL!...
Thank You for responding, Joe. I was trying to make a joke; after saying that I have to save and scrimp like everyone else, that I wanted to "Scam" an "RSR" engine from you guys. If I ever DID get the chance to get "carte blanche"( not very likely), one of the FIRST places I would hit would be Moore Parts Source for an "RSR" engine. I envision this- A stock looking white '65. Stock Red interior. Stock steel wheels. "RSR" engine and a Berg-5 with a Quaife. It just wouldn't get much better than that Do you know how much money you could make with a car like that? You'd have to pack a few extra sets of rear 165's with you, for a night out of spankin' V-8's and etc....Or maybe a white '63 sunroof, with a blue and red stripe, and CA license plates "OFP 857" and a big number "53" on the door..
<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by Steve Arndt:
<B>"schmitthelm springs"?
Please explain.
Steve</B><HR></BLOCKQUOTE>
Hi Steve,
Certainly..Though not well known here in the states Schmitthelm Gmbh, as well as Kaufmann Gmbh, and Pankel in Austria represent, more than likely, the three leading valve spring manufacturers in the world. Though the metallurgical composition, method of manufacture etc. are highly classified, their respective application in virtually ALL Porsche, BMW, Cosworth, Ferrari competition applications stand as testament to their value. I know the Porsche 911/79 1425cc 935 motor had valve spring failures at Stuttgart on the dynamometer while undergoing "durability" evaluations. This motor (71x60) at a manifold pressure of 1.4 bar/20 P.S.I. developed 370h.p@8000 R.P.M., a respectable figure for the time considering this was a true endurance racing engine. During the course of developement the 911/79 was brutalized, revolutions to 11,000 were common, at times for 4 minutes at full load, WOT@3 bar/44 P.S.I. generating 608 h.p. The Porsche valve springs ( don`t recall the manufacturer ) were simply not up to the task failing early due to extremely high cycling fatigue. The Schmitthelm springs were then fitted resulting in successful developement of this particular iteration. After completion of a series of these dynamometer tests, every single static and dynamic component was evaluated. Some, were found to be overkill and were accordingly revised in the quest for "mass reduction" while maintaining component integrity, resulting in a lower overall weight. The subsequent evaluation of valve springs led to the conclusion that only a 9% resolutional deficit was observed in reference to spring tension on the seat, and compressed to lift value. These findings dictated the implementation of Schmitthelm valve springs on all subsequent Porsche endurance derivatives. Though some readers/posters may be astonished at the level of durability attained at that specific output. I can assure you. It is stale in comparison to the 1413 h.p@10,700 r.p.m achieved by the Helmut Flegl, Manfred Jantke, designed F-1 Bmw`s of the late `80`s. These motors achieved an incredible output per displacement. Still not surpassed today. IN ANY CONFIGURATION. Top Fuel included. 15.7 H.P. per cu.in.@ 90 cu. inches. The highest specific output ever recorded for a piston engine. Taking into consideration these powerplants were to provide useable power for EXTENDED periods of time without failure ( not just a 4-5 sec. blast )is a profound testament to this most remarkable achievement. Valve Springs?..Schmitthelm. I hope this helps in answering your question Steve. I have listed below the phone numbers in the event you may require further information:
Kaufmann (49) 711518300
Schmitthelm (49) 622170600
Pankel (43) 386251500
Connaught
(London) 01795843802
Also, a manufacturer of leading edge valve train componentry.
These days interperetation is usually not required with the German/Austrian firms. You will more than likely be re-directed to the apropriate english speaking associate. Being a "kraut" I never really realised how much I benefitted. You MUST be VERY SPECIFIC on your inquiry. If not, a prompt, polite gutten tag/morgen will be the result.
Well if this CNC site holds true, it is a much better deal to send the heads out to be CNC ported at $100 a head. Bigger profit.
Too bad the common joe doesnt have a few hundred heads to send them for the same discount... http://www.directmotion.com/head_porting/index.html
Sure, send those heads to Direct Motion for a $100.00 port job-- Who's port you gonna use? Don't think for a nanosecond that they will copy the CB Performance/Pat Downs port, or a Gene Berg port, or a Roger Crawford port, or ANYBODY'S port for you. All port configurations that are on file with Direct Motion are proprietary and private. Beleieve me, Jim @ Direct Motion knows how long he would be in business (or even maybe alive) if he were to start making "rogue" heads with visually identifiable ports, without that head porters permission and blessing. Back to the beginning- I feel, and JMHO, that the CB CNC heads are a tremendous value for the money. Still *NOT* for the "Paradise Express" or a PRA Pro Stock, but the street application, 1914, 1776, 2074, 2276, blah blah blah, it's going to be hard (or impossible) to get that level of heads hand-ported for that kind of money. Add to that the "repeatability" of that head should you destroy one, it becomes all that much more attractive, I think. Again, JMHO.
I have someone that is slowly but surely collecting parts for a 2387cc street motor. we already have a crank and case at my place, and i might try to talk him into a set of these heads and see how they work. the cool thing is this is going in an all stocker looking, roof rack, primer spoted 65. nothing like the previous red car he owned. (we are not mentioning names yet to protect the abuse he might get from the wife)
Direct looks like they already have VW head port designs. They've got pics of a Superflow and a stock head. Beautiful. You don't HAVE to have your own design, but they say you can. Trouble is they do volume work, so 50 heads or more at a time.
------------------
*** Teach a Man to Fish ***
Darth Searoy
"I tend to lean toward a tighter gap and a
looser skirt....a little slap never hurt." --
Joe Locicero a.k.a. Joe of the West
<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by Dave Cormack:
<B>Hey Muffler Mike-
This wouldn't happen to be the guy that had the red turbo car that shared the cover with you a few years back, would it? I still owe you for that launch while I was getting cussed out by the Irwindale Speedway officials that fateful day-
Obviously, they forgot who I was, because they let me back onto the property for Drag Day 2-
<BLOCKQUOTE><font size="1" face="Verdana, Arial">quote:</font><HR>Originally posted by Dave Cormack: Thank You for responding, Joe. I was trying to make a joke; after saying that I have to save and scrimp like everyone else, that I wanted to "Scam" an "RSR" engine from you guys. If I ever DID get the chance to get "carte blanche"( not very likely), one of the FIRST places I would hit would be Moore Parts Source for an "RSR" engine. I envision this- A stock looking white '65. Stock Red interior. Stock steel wheels. "RSR" engine and a Berg-5 with a Quaife. It just wouldn't get much better than that Do you know how much money you could make with a car like that? You'd have to pack a few extra sets of rear 165's with you, for a night out of spankin' V-8's and etc....Or maybe a white '63 sunroof, with a blue and red stripe, and CA license plates "OFP 857" and a big number "53" on the door.. <HR></BLOCKQUOTE>
Dave,
Indeed. "A few extra sets of 165`s" is certainly required, if only to exploit a mere portion of power available. As a display of melting rubber, I guess it would be quite a sight.. I will be installing an "RSR" in either my personal all stock `69 Ghia or my `67 beetle very soon. I KNOW the power we`re making but I`ll leave the figures to you guys to verify when doing the write up/article. What I CAN say is we`re utilizing 67 lb/hr. injectors driving them right up to 80%. It should at the least give some idea of what to expect. Also, Bill Shaws` `59 (the test bed) already has the "RS" non-intercooled unit installed. As I recall, Dean mentioned the K&N chassis dyno as the venue for number extrapolation. I will be giving him a call in no later than 2 weeks to araange such. It WILL be interesting. This I can assure you. MUCH MORE than just the numbers is the total AND complete user friendliness. You can pack up your wife/kids, and take a cross country trip if so desired. Or use it as a daily driver dealing with traffic jams on the 91 during the hottest days in summer, without worry. In addition fuel economy is quite good. The thrust is just a toe nudge away in either case. We eagerly look forward to working with you and your staff in bringing this powerplant to the pages of your mag.
