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Wally wrote:Thanks for the input Richard!
Your exactly saying what my worry is/was. I am (even) more worried about the noise restrictions on some (most) tracks (circuits) these days and what the straight cuts may contribute to that. Difficult to predict..

Cheers Chip! After longh hesitation, I now have removed the complete tray and the idea of flipping it, is tempting as I can do steel fabrication so much more easily the alu. I'll remove the tar completely and then weigh it for shits and giggles.

Never seen this before, pictures?

Type 4 Unleashed wrote:Hey Wally

I had straight cuts in my 914 for a year, this was my daily driver, the 1st two months were fine, the last 10, I couldn't wait to take them out. And was so relieved when I did. It's the constant steady whining.

If it's not going to be a daily driver you may be fine.

Married for 33 years now, I sympathize...

Piledriver wrote:

Type 4 Unleashed wrote:Hey Wally

I had straight cuts in my 914 for a year, this was my daily driver, the 1st two months were fine, the last 10, I couldn't wait to take them out. And was so relieved when I did. It's the constant steady whining.

If it's not going to be a daily driver you may be fine.

Married for 33 years now, I sympathize...

See I don't really notice my CB straight cuts... Seems to vary case by case sadly!

bug66 wrote:
Never seen this before, pictures?

Especially for you

Parcel shelf as it is originally (like everybody else's:


Removed the part which is to be flipped:


I just filled the old 35 or so holes which were in the fire wall...

Hi Wally
I forgot to ask earlier, what material was used for the seats ? JM 7 Bronze ? I thought I remember hearing that Beryllium Copper wasn't allowed to be used in Europe ? And what stem diameters on the valves ? 6 & 7mm

I would like to try the JM 7 Bronze or something compatible with less safety issues on a set of heads I want to switch to Titanium.

Wally wrote:Heads are almost done now. Below is a pic of my mates head -in the foreground- who runs 103mm bore N/A. His valve size was determined at 50x41.
In my 98mm bore (in the back), 48x41mm was possible.

Type 4 Unleashed wrote:Hi Wally
I forgot to ask earlier, what material was used for the seats ? JM 7 Bronze ? I thought I remember hearing that Beryllium Copper wasn't allowed to be used in Europe ? And what stem diameters on the valves ? 6 & 7mm

I would like to try the JM 7 Bronze or something compatible with less safety issues on a set of heads I want to switch to Titanium.

Hi Richard,

Yeah, its not berrilium-copper, but exactly what alloy combination it is, I dunno tbh. Probably the JM7 bronze you mention. I think if you email Jacob at gbot.dk I am sure he will tell you what alloy it is.

Yes, intake is 6mm, exhausts are 7mm. Iirc Jacob runs a type 4 with Titanium valves and these seats in his own car as well.

Sorry for the delay in respons, as I didn't seem to get notification anymore from STF..

I didnt either in topics i replyd, switched to tapatalk now on my smartphone!

After some nice, longer, rods - together with the marriage gears - came in from Pauter just before X-mas, I got back into the engine finally being able to measure PR length and valve notch depth.

With the ratio rockers, I now got 15,5mm valve lift! I've never ran that much lift



We're finally getting somewhere! (firstly it will run N/A however, just to get a base line).

Wally wrote: with the marriage gears -

Is that slang for Straight Cuts

I like around .600" for a daily driver, and with 6 & 7mm Tit valves they will be really lite even with the head dia's you are running. So spring pressure can be kept down, I would look at 350 to 380 over the nose and 130 seat.

Type 4 Unleashed wrote:
Is that slang for Straight Cuts

I like around .600" for a daily driver, and with 6 & 7mm Tit valves they will be really lite even with the head dia's you are running. So spring pressure can be kept down, I would look at 350 to 380 over the nose and 130 seat.

Yeah, in reference to the 'whining' they usually seem to induce as was mentioned before

With the Ti retainers and even Ti keepers, it will all be indeed very lightweight. I chose CB650's as I have really good experience with them. Since the valve length was kept a tad bit longer iirc, spring pressure will be a little less then the CB650's run with in stock installed height mode of course. I'll measure installed height again soon as I don;t have the head porters info handy atm.
With the relative short duration cam relative to the amount of lift and an anticipated 7500-8000 rpm range at a considerable amount of boost (in the future), a bit overkill in valve control is good practice I thought.

And the parcel shelf is back in, upsidedown this time. Should be ample room now for turbo placement more forward in the car

Wally wrote:And the parcel shelf is back in, upsidedown this time. Should be ample room now for turbo placement more forward in the car

Looks real good Wally! I am envious of the space you have in there!

It is indeed a big gain in space. Later when I will build the header will it be more clear why I need the room for the turbo there



Here you can see a bit more where it starts and ends in the cabin:


(sorry for the darkness of the pics)

Nice modification Wally!