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Looks killer!

It ain't fitting into a stock engine bay though...... Or atleast it looks like it won't!

Drool....

If I had a motor like that I personally would take a sawzall to a split in an instant...

OK, I would probably make a removable rear clip and save the original sheetmetal for the future, but the beast would go in regardless.

Better start saving money now

OK,

So, there would technically be 4 heads on a 4 cylinder engine, like the old Scat split-ports, right?

Absolutely amazing, btw!

Jay

Yes you are correct. 4 seperate heads are used.

How much? Maybe a ball park figure on price? Would this be for everyday street use or just for trailer queens?

Pricing is academic right now, since not even all parts for the whole conversion are designed, let alone made or produced yet.
We try to have the prototype engine running this year hopefully, but everything else will most likely be at least another year from now and providing all goes well (and I mean health-wise; we are rather confindent on the mechnical side ).
By showing everybody exactly the stage where we are right now through opening the web-site and keeping up progress reports, we are hoping that everybody can also see for itself that it is not realistic to expect us to be able to answer questions for prices at this moment.
We realize that its rather unorthodox by showing everything ground-up while (part of) the design of a new cylinder head is progressing, but that suits the project nicely and we hope you like it.

As to your other question:
The heads are definately intended for hard use and (very) high revs due to its design of a very light-weight valve train and high flow potential of the 3-valve head. One of the first sets will be used in a competition vehicle, as is also stated on our web-site, so its not for show, but all go!

Thanks for your interest!

Best regards,
Walter

That sounds cool. It would be nice to have something that kick*ss and be able to actually use it somewhere other then the track. Dont forget to go ahead and add plumbing for nitrous applications.

MASSIVE TYPE IV wrote:It ain't fitting into a stock engine bay though...... Or atleast it looks like it won't!

What's behind door number one ....



www.apfelbeck.nl

OMFG, it fits!!! Keep up the killer progress!

Absolutely amazing guys! Keep up the good work! It´s nice to see such a technological advance for the aircooled VW engine. I´m a big fan of Ludwig Apfelbeck.I believe his heads will put high performance reliablity into a new dimension for the ACVW engine.

With that type of dedication that you guys and Jake have brings a new wind into the market. Especially for the type 4!

The only problem I see now, is that the racing sanctioning bodies will have to bias EVEN MORE towards Honduhs by adding more weight or restricting the power to weight ratio of ACVW's even more!

Still awesome, can't wait to see it done...

Jay

Now this is real engineering; what a great achievement so far. You guys are in a completely higher tier than anyone else in the Type 4 world.

Congrats.

They have done a great job!! I do respect that. BUT, Why a 12 valve heads? Porsche has done 4 valves heads for years! Why don't develop a 5 valve cylinder head with twin spark and douple OHC heads?? No rockers, no mass, more revs, ect.??

mikko k wrote:They have done a great job!! I do respect that. BUT, Why a 12 valve heads? Porsche has done 4 valves heads for years! Why don't develop a 5 valve cylinder head with twin spark and douple OHC heads?? No rockers, no mass, more revs, ect.??

4 valve aircooled heads are prone to have cooling issues at the exhaust valves. Even Porsche used water cooling on the 4 valve heads. The cylinderheads we are working on were designed long ago by a great engineer. That's the main reason we stick to this concept.

Even we have wild dreams of DOHC but hey, we're working on finishing a part of history here and we are not complaining

And I do believe we will not stop after this