MyE28.com

Here you go guys, the bar has been raised.

Bellow are pictures that Paul Burke just sent me of the B35 head he has prepared for my engine. This is PhD machine work here, over $50K worth of machinery is required to accomplish this -



The surface you see here has been measured by a $3,000+ Profilometer. It is a 16 RA. Yes, a 16. A stock head from the factory is between 45-55 RA. To review why the RA is so important to a FI engine with a MLS head gasket, look here - Clicky



Look at the valve seats. The multi angles were machine cut, NOT ground with stones. So are the valves.

Here is a close up -


Here is a pic of the adjustable cam sprocket -



The side you are looking at receives the four bolts. They pass through a second plate that has the actual sprocket teeth and that plate has slots for the bolt holes. The dots you see at the bottom are for adjusting the cam. Each dot is 2 degrees advanced one way or retarded the other. The reference dot is on the moving sprocket plate and the other timing marks are on the fixed cover plate. So the cam sprocket is sandwiched between the cam mounting plate and the front plate. Just loosen the four bolt and the sprocket can be adjusted.

Now here is quite a teaser -



This is a mock up of a roller rocker for the M30. How cool is that? No way close to a production piece but I am showing you what Paul can make possible.

Amazing stuff huh

Beautiful work.

See? Duke gets a look at what went into Lucifer's Hammer. Let Our Boy loose and there's no telling what he'll come up with.

WOW! That head looks amazing! Good luck with the install.

So how many heads in turbo cars have an RA of 16 and how many have held together without the treatment...

Beautiful work and I look forward to seeing your car together, but I'm not real sure why all that was necessary. Of course, if it stays together this time you'll no doubt act as if you've solved every problem with turboing an M30.

Skeen wrote:So how many heads in turbo cars have an RA of 16 and how many have held together without the treatment...

Beautiful work and I look forward to seeing your car together, but I'm not real sure why all that was necessary.

Mine for one did not hold together, failed twice in 5000 miles. Ask the question on the FI board of Bimmerforums. You will find that those guys are making sure that the RA is correct for a MLS application. I know that the high HP Supra engine builders machine the head to this standard. Most recommendations are for the head (and block) to be a 20 RA or lower. The manufactured of the MLS that TCD sells recommends a 50 or lower. This could be due to the type and or thickness of rubber that the gasket is coated with that allows a higher RA

As far as you not being sure it is necessary, did you not check the thread where I reference 5 different articles on preparing the head? Read them and them you will be sure.

Skeen wrote:Of course, if it stays together this time you'll no doubt act as if you've solved every problem with turboing an M30.

No, I will know that we (Paul and I) fixed the problems with MY engine.

Absolutely gorgeous! Desk-top background material for the truly afflicted. I have a great respect for artists in many fields I can't do well myself; machinists, guitar players---it's a long list!

Duke M535ti wrote:Here you go guys, the bar has been raised. Bellow are pictures that Paul Burke just sent me of the B35 head he has prepared for my engine.

Good to see you finally found someone who knows what they're doing... this shop is located where?

Skeen wrote:So how many heads in turbo cars have an RA of 16 and how many have held together without the treatment...

The reality is that almost all cyl heads that we and our customers have installed have been in the 45-55 range except for Duke's. Our machine shop did a horrible job on his head.

Sure 16 is better than 45 or 55 but we have not found it to be necessary for our applications.

I appreciate Duke's research and posting of the 5 articles but place more emphasis on practical knowledge such as we and you have experienced the past 2+ years using the MLS.

I just bolted the cyl head for the race car on the block yesterday. That head measured 45. I am confident it will hold. We will certainly find out!

Todd

rodpaine wrote:Good to see you finally found someone who knows what they're doing... this shop is located where?

I must thank Ken H. for repeatedly kicking me in the butt and telling me to contact Paul Burke.

Paul Burke's shop is near Kansas City, MO.

That new head sure does look purdy . . .

Was the RA of the Hartge head surface ever measured by Paul, or did it never make it to his shop? I'm curious to know what it actually wound up being.

Jeremy

Jeremy wrote:That new head sure does look purdy . . .

Was the RA of the Hartge head surface ever measured by Paul, or did it never make it to his shop? I'm curious to know what it actually wound up being.

Jeremy

Yes, I have what Paul found out. I am not going to post any RA numbers until TCD has had an opportunity to examine the head. The head was shipped to TCD for him to do his own measurements and verify Paul's numbers. TCD has not received the head yet for this process, I will let him post what he finds if he feels it is necessary.

whos doing the tuning...or helpin gwith the tuning

rundatrack wrote:whos doing the tuning...or helpin gwith the tuning

Still working that....I am looking to have the guy who tuned Ken H's TEC3 help. Once I am in KS, he will be within driving distance. Until then, will require some remote tuning via email of datalogs and bin file examinations.

Bottom line, my tuning is not that far off now. No signs were found on the head or pistons of detonation. The noise I kept hearing was most likely valve seating and floating issues.

Regardless, will be taking it slow.

Slowing down to speed up

its a good thing

Duke M535ti wrote:Paul Burke's shop is near Kansas City, MO.

About an hour away from KC. It's about 3 minutes away from my base.

Purty pics! I'm excited to see the progress, Duke.

I'm most interested in the roller rockers. I've wondered why they weren't designed like this for our engines before. Hotness. I want to hear a price quote <$1k.

altus22 wrote:a price quote <$1k.

>$1K.

Bet on at least 120 a rocker. For very little gain. And you would need a custom cam to take advantage of the roll status. I dont even know if they would work correctly with a standard cam. A roller rides the cam differently than a variable ratio slipper type rocker.

turbodan wrote:Bet on at least 120 a rocker. For very little gain. And you would need a custom cam to take advantage of the roll status. I dont even know if they would work correctly with a standard cam. A roller rides the cam differently than a variable ratio slipper type rocker.

Correct. I looked into making my own roller rockers but to utilize the stock cam the roller on the cam side would need to have the same radius as the stock slipper which will not clear the rocker shaft. A roller could be used on the valve end. These rollers, without a dedicated cam, will dramatically change the valve opening/closing characteristics.

altus22 wrote:I'm most interested in the roller rockers. . . . I want to hear a price quote <$1k.

You, bub, have been smoking the drapes.

Sweeney wrote:These rollers, without a dedicated cam, will dramatically change the valve opening/closing characteristics.

Yea, Paul told me that the rocker shaft location would have to be moved for roller rockers to work. This involves lots of machine work and lots of $$$$.