Because CNC
08-15-2013, 10:51 PM
#1
Because CNC
Sneak preview of upcoming goodness.
We call this the whammy head. As in everything we have learned over the last few years, the full whammy.
We're about 6 weeks away from having these BP6D and BP4W heads OTS and ready to ship . Big flow and power gains. How much? We'll post that when testing is complete. We are doing controlled A/B testing with a fresh OEM rebuild and our CNC head on an otherwise stock JDM NB2 longblock with I/H/E and ECU. This CNC pattern is based on a port and chamber design Mike and I have been refining for the last two years over many motor builds. I call it the "small port". This is because we kept working towards a smaller and smaller port volume to get velocity up with stock cams. The BP's low rod ratio lends itself to medium volume, high velocity ports. This is the digitized version of the port we won everything with in 2012.
CNC exhaust side and chamber pics in a few weeks. Chamber is real pretty.
We'll offer the heads outright or exchange, complete with OEM cams, lash set. O/S SS intake, O/S Inconel exhaust, double valve springs, titanium retainers, nitrile valve seals all standard. SUB's optional. Target price is $2750 exchange with stock solid lifters. By the end of the year we should have our proprietary cams available for a stage 2 head with some additional features for about $4000.
Long blocks might follow in 2014.
Intake side, BP6D
We call this the whammy head. As in everything we have learned over the last few years, the full whammy.
We're about 6 weeks away from having these BP6D and BP4W heads OTS and ready to ship . Big flow and power gains. How much? We'll post that when testing is complete. We are doing controlled A/B testing with a fresh OEM rebuild and our CNC head on an otherwise stock JDM NB2 longblock with I/H/E and ECU. This CNC pattern is based on a port and chamber design Mike and I have been refining for the last two years over many motor builds. I call it the "small port". This is because we kept working towards a smaller and smaller port volume to get velocity up with stock cams. The BP's low rod ratio lends itself to medium volume, high velocity ports. This is the digitized version of the port we won everything with in 2012.
CNC exhaust side and chamber pics in a few weeks. Chamber is real pretty.
We'll offer the heads outright or exchange, complete with OEM cams, lash set. O/S SS intake, O/S Inconel exhaust, double valve springs, titanium retainers, nitrile valve seals all standard. SUB's optional. Target price is $2750 exchange with stock solid lifters. By the end of the year we should have our proprietary cams available for a stage 2 head with some additional features for about $4000.
Long blocks might follow in 2014.
Intake side, BP6D
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Last edited by emilio700; 08-22-2013 at 12:50 AM.
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08-16-2013, 01:00 PM
#14
4800-7800, cams under .420". If we were NASCAR, the port would be optimized for the track, that day.
Part of the development was in our 2012 PTE race cars class limited to 130whp with a 5 speed and 4.3 diff. To avoid being stuck between gears, we would engineer a powerband that was 4000rpm wide. That's where the focus on velocity and not peak flow came in. Just the same, we were seeing peak cfm numbers only about 20cfm shy of those quoted to us by EP and GT3 engine builders. Those guys are using half inch, 310° cams spun to 9000rpm.
Concurrent development was done on a higher power class with a narrower powerband. Eventually the various port designs iterations merged into one port design that did everything better and that's the one we had digitized. So we're very happy with the port from a bone stock engine with an ECU to a medium race engine with an 8500rpm redline.
Part of the development was in our 2012 PTE race cars class limited to 130whp with a 5 speed and 4.3 diff. To avoid being stuck between gears, we would engineer a powerband that was 4000rpm wide. That's where the focus on velocity and not peak flow came in. Just the same, we were seeing peak cfm numbers only about 20cfm shy of those quoted to us by EP and GT3 engine builders. Those guys are using half inch, 310° cams spun to 9000rpm.
Concurrent development was done on a higher power class with a narrower powerband. Eventually the various port designs iterations merged into one port design that did everything better and that's the one we had digitized. So we're very happy with the port from a bone stock engine with an ECU to a medium race engine with an 8500rpm redline.
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