New combo for the 2316!! 3 bolt 914 heads with a squareport?
Posted: Tue Aug 17, 2004 7:38 pm
Yep...
Another test engine.. This time we are combining the best flowing exhaust port with the best chambers and the awesome plug location of the 2.0 914 head....
The 914 is down for some serious suspension upgrades.. Mark is coming to pick it up on Thursday so I decided to make some changes to my first "Annihilator".... Mine was the first one and so farhas been the weakest I have assembled.
The JE pistons that I used were my older design and use Deves rings. These rings are great for full street and lower CR but at 10:1 she burns some oil and has some blow by issues at hi RPM due to the ring composition and tension. I will be swapping these out for my newest arrangement of JE and should see some gains just from that as this is the only 2316 that has used these older style pistons that were actually set up for a 2270D.
The other big change is going to be the Cermet lifters that this engine will utilize. I will be keeping the cam the same but we will be using the newest "Pro Extreme" lifter that has a rotating ceramic foot for a face.. Its a flat tappet that allows ridiculous ramp speeds and opening events almost like that of a roller. I will not be opening them that fast in this engine but mainly want to run them to ensure they are compatible in a Type IV as well as they are in the Winston Cup applications they are designed for. The rotating face allows for very little friction and lost power diue to it- Should be cool!
The big change will be the cylinder heads. Since I will keep the same cam profile, same piston size and design and CR we will really be able to see the benefits of the head that Len and I are working on for the beast.. I drive this car VERY< VERY hard and it will be seeing many road race type events and some long street miles as well.
Len has been doing his homework on some other vehicles that utilize 7mm valve stems and has found an awesome set up that will work for a Type IV street engine with track time, just like mine. These valves are stainless, 7mm and they have matching springs and retainers and keepers that in stock form will hold 7500 RPM with 220 pounds open spring pressure....
SO....... What we are doing is adapting these valvetrain parts to a set of squareport 2.0 Vanagon castings, relocating the spark plug holes to the 2.0 location and adding the 2.0 914 chamber designs... It will even havea 3 bolt intake manifold with 2.0 914 spacing!!
We are looking for 200 totally streetable HP and I feel we can do it with these heads, and valvetrain. It will be a great compsrison for sure...
Look for these results in 6 weeks, we have to make this one happen soon so I can have it back for Roebling in October!!! I have six cylinder ASS TO SPANK!
I will keep you posted on what I find for wear on the 2316 teardown. originally this engine was designed to last 60K miles, but I think it may have a longer life than that after I see how things are doing after 2 solid weeks on the dyno and 10,000 VERY, hard miles(I shift it at 7500 RPM and sometimes hold 8000 for 20 seconds at a time)
Another test engine.. This time we are combining the best flowing exhaust port with the best chambers and the awesome plug location of the 2.0 914 head....
The 914 is down for some serious suspension upgrades.. Mark is coming to pick it up on Thursday so I decided to make some changes to my first "Annihilator".... Mine was the first one and so farhas been the weakest I have assembled.
The JE pistons that I used were my older design and use Deves rings. These rings are great for full street and lower CR but at 10:1 she burns some oil and has some blow by issues at hi RPM due to the ring composition and tension. I will be swapping these out for my newest arrangement of JE and should see some gains just from that as this is the only 2316 that has used these older style pistons that were actually set up for a 2270D.
The other big change is going to be the Cermet lifters that this engine will utilize. I will be keeping the cam the same but we will be using the newest "Pro Extreme" lifter that has a rotating ceramic foot for a face.. Its a flat tappet that allows ridiculous ramp speeds and opening events almost like that of a roller. I will not be opening them that fast in this engine but mainly want to run them to ensure they are compatible in a Type IV as well as they are in the Winston Cup applications they are designed for. The rotating face allows for very little friction and lost power diue to it- Should be cool!
The big change will be the cylinder heads. Since I will keep the same cam profile, same piston size and design and CR we will really be able to see the benefits of the head that Len and I are working on for the beast.. I drive this car VERY< VERY hard and it will be seeing many road race type events and some long street miles as well.
Len has been doing his homework on some other vehicles that utilize 7mm valve stems and has found an awesome set up that will work for a Type IV street engine with track time, just like mine. These valves are stainless, 7mm and they have matching springs and retainers and keepers that in stock form will hold 7500 RPM with 220 pounds open spring pressure....
SO....... What we are doing is adapting these valvetrain parts to a set of squareport 2.0 Vanagon castings, relocating the spark plug holes to the 2.0 location and adding the 2.0 914 chamber designs... It will even havea 3 bolt intake manifold with 2.0 914 spacing!!
We are looking for 200 totally streetable HP and I feel we can do it with these heads, and valvetrain. It will be a great compsrison for sure...
Look for these results in 6 weeks, we have to make this one happen soon so I can have it back for Roebling in October!!! I have six cylinder ASS TO SPANK!
I will keep you posted on what I find for wear on the 2316 teardown. originally this engine was designed to last 60K miles, but I think it may have a longer life than that after I see how things are doing after 2 solid weeks on the dyno and 10,000 VERY, hard miles(I shift it at 7500 RPM and sometimes hold 8000 for 20 seconds at a time)
I can see where that might work quite well if you could keep the disk in place. Tim
