Can you identify this cylinder head?
08-17-2011, 04:29 PM
#46
Ok, i asked about the tensioner, because i have thought the possibility to use 968 arrangement on my S2 block; it's quite easy mod to do.
So you have gone even furter with ITB setup, last pictures i have seen had runners made from billet.
So you have gone even furter with ITB setup, last pictures i have seen had runners made from billet.
08-17-2011, 04:46 PM
#47
Nordschleife Master
08-17-2011, 07:06 PM
#49
Rennlist Member
Thread Starter
[QUOTE=Olli Snellman;8798767]Ok, i asked about the tensioner, because i have thought the possibility to use 968 arrangement on my S2 block; it's quite easy mod to do.
So you have gone even furter with ITB setup, last pictures i have seen had runners made from billet.
Olli,
A conversion to the 968 tensioning arrangement would be cool, but quite frankly I haven't seen the need. The S2 system works fine and it's much quicker to release if any work needs to be done on the top end.
Yes, the new ITB system is a huge leap forward. I'll post pictures soon.
Cheers
So you have gone even furter with ITB setup, last pictures i have seen had runners made from billet.
Olli,
A conversion to the 968 tensioning arrangement would be cool, but quite frankly I haven't seen the need. The S2 system works fine and it's much quicker to release if any work needs to be done on the top end.
Yes, the new ITB system is a huge leap forward. I'll post pictures soon.
Cheers
08-18-2011, 03:22 PM
#54
Yes, the new ITB system is a huge leap forward. I'll post pictures soon.
08-25-2011, 05:42 AM
#58
Rennlist Member
Michael, firstly, stirring stuff indeed. Beautiful to look at. Can't wait to see this beast up and running. Hopefully you can grace us with some video on the engine dyno?
From what I understand you have specialised in n/a motors but I'd be curious what you would change to go with forced induction. I'm sure Henk has probably discussed this with you as I know he was toying with a turbo or S/C'd motor in the past. What pistons and c/r are you using in this motor? Rods?
From what I understand you have specialised in n/a motors but I'd be curious what you would change to go with forced induction. I'm sure Henk has probably discussed this with you as I know he was toying with a turbo or S/C'd motor in the past. What pistons and c/r are you using in this motor? Rods?
08-25-2011, 02:08 PM
#59
Rennlist Member
Thread Starter
Thanks for the positive comments, Patrick. Music to my ears...
I do forced induction stuff too, just not as much as the n/a. Preparation is not all that different; obviously c/r, and different camshaft profiles/timing. Much of the other prep is the same. A boosted engine 'thinks' it's larger in displacement than it physically is (lots of free power) but it responds to all the same performance modifications as a n/a engine does. Head work, intake design, cylinder prep, piston sealing, etc, etc. are equally important in both engines to maximize power.
Henk's engine is 12.5:1 compression. It's conservative due to the fuel he will be running in Thailand. Rods are Pauter's latest design. I went with Honda big ends, 22mm pins, and additional length over a standard 944. Pistons are JE and also made to spec. They have a box skirt design (ala F1), with a very short skirt, with a few additional mods for increased ring seal. Remind me and I'll post a photo of one. They're quite nice.
I did an engine for an Aussie a while back. It was a bit of a challenge, since your engines run counter-clockwise (I think you call it anti-clockwise). Anyway, I had special cams made, machined a special impeller for the water pump, and re-wired the starter so it would run backwards. Once on the dyno there were ignition errors galore... I finally figured out I also had to connect the battery backwards so the Aussie program in the ECU was happy. In the end, I think I got it right.
Cheers,
M.
I do forced induction stuff too, just not as much as the n/a. Preparation is not all that different; obviously c/r, and different camshaft profiles/timing. Much of the other prep is the same. A boosted engine 'thinks' it's larger in displacement than it physically is (lots of free power) but it responds to all the same performance modifications as a n/a engine does. Head work, intake design, cylinder prep, piston sealing, etc, etc. are equally important in both engines to maximize power.
Henk's engine is 12.5:1 compression. It's conservative due to the fuel he will be running in Thailand. Rods are Pauter's latest design. I went with Honda big ends, 22mm pins, and additional length over a standard 944. Pistons are JE and also made to spec. They have a box skirt design (ala F1), with a very short skirt, with a few additional mods for increased ring seal. Remind me and I'll post a photo of one. They're quite nice.
I did an engine for an Aussie a while back. It was a bit of a challenge, since your engines run counter-clockwise (I think you call it anti-clockwise). Anyway, I had special cams made, machined a special impeller for the water pump, and re-wired the starter so it would run backwards. Once on the dyno there were ignition errors galore... I finally figured out I also had to connect the battery backwards so the Aussie program in the ECU was happy. In the end, I think I got it right.
Cheers,
M.
