Robert Linton

Our current plan is not to water cool or to oil cool. Perhaps this might be necesary but either would be second choice.

r911

I am curious (assuming you can say it publically) what you've done ot the crank and the cams to lighten them. IIRC, P AG used CAD/CAM on the 964 crank to lighten it - or maybe that was the 993. They are also forming cams now off of a hollow tubular shaft I think.

Finally, have you done anything on the engine carrier at the rear, or to make LED based tail light housings out of FG or CF?

Cupcar

Years ago there was a company Advantec, that I believe based in Canada (?), that built some 4-valve air cooled 911 heads.

I think the issue with these was that heat couldn't be removed efficiently with air from the area between the valve pairs of the 4 valve head .

Pumping oil through this area while still air cooling the balance of the head might have worked better.

I bet you have probably considered this idea though.

Robert Linton

Heat is the issue. All of those things are being considered as are some of the more esoteric materials. P.S. We are running the final base version 2-valve engine shortly (unfortunately, it has been delayed about six weeks waiting for several specially produced parts) to see if we can get above 430 HP.

Robert Linton

As to the comment about the engine carrier, that has been carbon fiber for quite a long time. I do not, however, expect to change the tail lights to LED because, candidly, I prefer the old school variety for subtlety.

Re the crankshaft, yes, eventually, weight will be addressed for the 4-valve version; indeed, the initial engine will feature significant weight saving in all areas (i.e., other engines with a lower spec could be offered).

Finally, as to the camshafts, they are already totally sprecialized and that will be continued.

Cupcar

Is a Pankl crank with tungsten inserts on the menu still?

r911

Thanks - it's good to hear the CF engine carrier doesn't crack at all

any estimates on wt. distribution?

I hope some parts will someday be offered for us low cost light weight wannabes in the peanut gallery...

Robert Linton

The crank with tungsten is still in the plan.

And, yes, one day, a number of these parts will be available as will be the engine, possibly even the 2 valve version.

Robert Linton

Several things have happened this week:

1. We ran the latest dyno test on the 4 liter, 2-valve normally aspirated, air-cooled engine and the results were less than we thought we would get with the new camshafts but we still achieved 443.5 HP.

2. Engineers have some ideas about the 2-valve engine and we expect to get to 445 HP or more on that engine.

3. Work continues in earnest on the design of the 4 liter, 4-valve, normally aspirated, pneumatic valve spring, air cooled engine. Also, additional engineering resources have been added to this effort. We are hoping to achieve 500 HP with that engine.

4. The America GS has been totally scanned as has been an engine. This will assist in the design of the new induction system (air box) for the 4-valve engine as well as possible aero modifications.

5. The new Porsche Classic Radio has been installed and it looks great -- absolutely period corrrect.

Wachuko

Thank you for the update.

CAlexio

just found and read this thread. I'm in shock.. this is amazing.

Robert Linton

I am very pleased with and grateful for the work done by and continuing to be done by all of those involved.

Robert Linton

Good news. Latest dyno run of Cartridge 4 liter, 2-valve, normally aspirated, air cooled engine on street gasoline and with a catalytic converter produced 455 HP and 453 Nm of torque.

JasonAndreas

So in theory you could produce a 1/4 or smaller scale model of a working air-cooled engine?

Robert Linton

In theory but why?