i'll have to check on material,the seats are semi custom.don't quote me but they may be a -2n material.soft to work w/ but then work harden w/ heat.work well in offshore racing.TDIMeister said:
From another thread, this is 87turboquattro's own work, albeit on an 8V. Very nice! Bill, are these OE seat rings? If not, can you share the material, if known?
bad news chris,that was my 1z head.it was fully ported prior to this upgrade.mrchill said:Thats one of my cylinder heads. Prior to cutting of course. .
40/35,5, 13mm lift.devonutopia said:I am going to see how far I can reasonably go with just 8 valves and 1 cam.
The injector nozzles will be custom EDM'd and flowed. That is about all I can tell you on that front right now. There are a number of vendor options for that, and I will list them in the vendor section when we get that part in motion.dvst8r said:I am curious as to your custom injectors.
I know of someone that has machined vw injector bodies to accept cummins nozzles, and has quite a wild set of custom injectors. It also sounds like (haven't actually talked to anyone) that nicktane can have a a pretty big set made.
Then there is also the route of going to someone like a DDP, or a JL Machine, or ect... and you could have new nozzles EDMed, then flowed and balanced via Extrude Hone.
Just kinda curious as to the direction you took, more then the specific size of the nozzles you had made.
i like the way you think.shadowmaker said:40/35,5, 13mm lift.
I hope it will be fun, but there seems to be no shortage of challanges right now.shortysclimbin said:On the piston side of things find yourself some pistons from an Audi TT CR with engine Code CBBBB The CR ratio is already 16.5:1 on those. This should allow you to cut your valve relief pockets bigger for your cam and be done with it.
Have fun with her, its always fun to build things from scratch.
So, in English, this is? (what's coming in the post soon? )shadowmaker said:40/35,5, 13mm lift.
This is one of those instances I regret not having a "This post is worthless without pics" graphic handy.shadowmaker said:40/35,5, 13mm lift.
Already had that (38/33,5 = +2/+2). 81mm bore helps with even bigger valves.mrchill said:Still not sure that size will benefit any more than valves 1.5-2mm smaller.
The cylinder will act as a shroud for sure in those areas that come close to the valve, but the added cross-section helps everywhere else. It's a question of whether what's lost from the shrouding effect can be made back from gains in overall flow from the enlarged cross-section. Which is why in a flow bench it is vital to use a cylinder mock-up of the same diameter as in reality.mrchill said:Those sizes are really big...will require a much larger bore for sure. Still not sure that size will benefit any more than valves 1.5-2mm smaller.
yup,chevy saw it back in the late 60's and 70's w/ the 454's and larger valves.thats why we bore notch the block to just above the ring land.i evn on certain applications do the 502's 4.47" bore.TDIMeister said:The cylinder will act as a shroud for sure in those areas that come close to the valve, but the added cross-section helps everywhere else. It's a question of whether what's lost from the shrouding effect can be made back from gains in overall flow from the enlarged cross-section. Which is why in a flow bench it is vital to use a cylinder mock-up of the same diameter as in reality.
The largest diameter pistons would be nice in this regard; too bad 83 mm pistons would only leave 5 mm material between cylinders. In a gasser, this is no problem. A bit more questionable in a Diesel.
My 2.5TDI 10v head. 40mm intake valve/35,5mm exhaust valve. 13mm lift on the cam.devonutopia said:So, in English, this is? (what's coming in the post soon? )