It will be shipped back to me hopefully next week. It is across the country so it may take a while..(I am in NJ, it is in WA).

If anyone wants to have one now that the research is done contact-

Steve Hannaford
Progressive Automotive
Tacoma WA 98466
(253) 565-3633

Modified by PowerDubs at 3:04 PM 6-8-2008

2008 VW R32 - Well modded and cared for R32 for sale!
1991 VW GTI VR6 - Maintenance and modifications log

3.2 N/A people COSWORTH will make us a manifold with enough interest check it here
http://forums.vwvortex.com/zer...53413
300BHP CAMMED R

What gains do you expect?

And of course how much for this madness?

Rough guesstimate?

http://forums.vwvortex.com/zerothread?id=3545905

Quote, originally posted by Harepower »

And of course how much for this madness?

No idea what Steve will charge to do more.. call him up tomorrow and ask (before everyone else does and he backs up w/ work )

I know it takes a long time to do one of these heads..but now that he has done this one any that follow should go much easier/quicker. He had to make the jigs and fittings to fit our heads from scratch.

also any flow bench numbers?

is this a 3angle? 5angle? bigger valves?....

thanks for pm'ing me.

Modified by fourthchirpin at 12:53 AM 5-10-2008

West Indian Crew

"a Fool can make the most simple things complex, It takes a genius to make the most complex things simple."

Make 5 maf gram logs 1000-7000rpm with the old head

then mount this sucker and make ~5more maf gram logs so that we will get a quick hint of were it flow better and make the good ol 1.25xmaf gram = hp

Modified by foffa2002@home at 5:19 AM 5-10-2008

If you need to PM me, send me a message to that name, as i do not log onto this user name anymore. Thank you.

13.35@101.66 N.A.

| Induktion Motorsports l TrackDaze | -- Mk4 & 5 Vag-Com cable available in the Annapolis area.

Flow #s will be coming in the box w/ the head. I'll try to see if I can get a picture of them sooner. I was told it was comparable to the UK heads #'s.

Quote, originally posted by beachball6 »

Have fun doing the install, I imagine that is a world of suck.

Yea..tearing the engine apart again.. I am torn between installing it ASAP or waiting for CAT to make the larger cams.. but I think I will go ahead and install it since I have it and the cams may take forever to see the light of day or be vaporware.

The best thing about this is I am in the middle of buying a house w/ a 2 car garage and basement workshop so I will be able to work on it a bit at a time at my leisure. No more forced time-frames!!

Quote, originally posted by GTItraveler »

does P&P a head require the use of larger more aggressive cams and a different flash or can it work effectively with any cam option (i.e. TT cams)?

Porting a head will work on anything, even a completely stock car. You are simply making the engine more efficient and breathe easier.

Quote, originally posted by Patryk R32 »

Did you guys figure out what the MAX lift is on our head?

The head will flow more at lifts significantly higher than any cams available presently.

Quote, originally posted by zaxonortesus »

Any reasoning behind using stock valves?

Stock valves were retained for numerous reasons. There was a concern about valve shrouding, to avoid contact issues when going to larger cams with more overlap, cost, and not least of all Steve's opinion is that there is little to nothing to be gained by putting larger valves in this head.

I've had other heads that were done by Steve before and he is highly regarded by many.. all he does all day every day is port heads. I didn't ask many questions, I just asked if he would be interested in doing it and sent it off to him to work his magic.

The time and detail are staggering.. he claims to have over 100 hours in this head. I've tried porting my own cylinder head before (bought all the carbides, a die grinder, variac, etc) and it is NOT easy and very time consuming.

Look at the taper and split he put on the area around and including the valve guides-

Did you get before and after flow #'s?

Looks great man, and I've got the package material, for the side project ready to go for the end of the month, that head gonna be on and waiting?

Were the Intake/Exhaust ports enlarged?

you gonna have the exhast port matched as well?

My Syncro/ABA/AEB Turbo

SOLD AND DELIVERED! 04 R32 slightly less modded than before
Making sure the Ex Doesn't get the R so she can wreck it for a 3rd time

Gabriel

Boost Factory
Lugtronic
Force Fed Engineering

someone should take over my mk5 lease so i can get an mk3 again...

Quote, originally posted by Steve Hannaford »

Hi Josh, I will need to organize the flowtests sheets, and put them into a format so they don't look like gibberish, but will do so soon. As for the other questions: #1: The standard base price for a 24v Stage 3 is $715.00 Other charges would probably include cleaning, surfacing, miscellaneous parts, so the "out the door" price would be about $800.00. If anyone is interested in having one of these heads done in the immediate future, they should be aware the last couple of months have very chaotic here, and I need to finish up a couple of other large projects before I can promise reasonable turn-around time. I hope to have things back to "normal" in about 1-1/2 to 2 months. #2: The choice not to touch the combustion chambers was deliberate. Modern chambers, especially 4 valve pentroof ones, are often manufactured to very high standards, as is the case with your head. In chambers that are not well executed, there are often performance gains to be had by un-shrouding the chamber wall area near the valves and blending the transition from the seat to the chamber. The adverse effect of this is increased chamber volume, which in turn drops compression ratio. Now on older engines, it is easy to regain this loss of C.R. by milling the head, but on modern engines with more complicated cam drive systems and closer tolerances, much greater care needs to be taken when removing material from the head. I personally feel that if there is no measurable gain to be had from such modifications, there is no reason to do it. However, not everyone in this business shares this philosophy. Highly polished chambers are often done just for marketing reasons or out of ignorance. #3: I can only make a "educated" guess here because there are just so many variables. Based on flow numbers, I would say around 15 to 20hp. This could be more if done in conjunction with other modifications such as cams, exhaust, and intake etc... Having not seen any other components of this engine makes it very difficult for me to predict any possible restrictions in the system that would ultimately limit output. Usually, increased head flow enhances most other performance improvements. I hope this helps, Steve

I'm sure you as well as others here are familiar with the advantage of multi-valving Powa' but for those who aren't as acquainted you can get much less turbulent flow and less restrictive travel of intake and exhaust gases around two valves that cover the same area as one. It is an exponential curve as well. In other words replacing a valve the size of a quarter with two valves the size of dimes, with lift and duration being equal, the two dimes have a much better flow rate even though their area is less than that single quarter-sized valve.

Besides the mid-engine configuration, and the composition of light-weight materials, multi-valving was one of the most advanced as well as expensive traits of supercars that took years to trickle down to lesser road cars.

Good luck with it! It's beautiful. I remember getting my set of heads ported and polished when I put a Pontiac 4.3L racing block in my Regal T-Type many years ago--- what a rush! Peace of mind knowing that everything you've done to enhance the intake and exhaust ends of the beast you have isn't getting "pinched in the middle by a restrictive cylinder head with so much potential beyond stock.

Now put that baby in your ride and give us a sweet review!

"...we're drivers here on The .:R Forum- not passengers behind a steering wheel..."

--Chuck--

I also like how he didn't make any changes with the combustion chambers, very nice for n/a applications. Unlike the head I had done for the VF Stage 4+ car we increased the cc's to give us a lil more room in case we wanted to add a lil more boost

I soooo look forward to getting my head back from P&P

A 288-304* duration cam will make you be able to keep the OEM intake runner lenght.

More duration = longer runners can be used for higher rpm pulse tune.

so
8000rpm on a 264* is 360mm from rear bank valve to plenum
But 8000rpm on a 304 is ~420mm from rear bank valve to plenum

So keeping the cam that man with "khram like can of pepsi" regrind scenarion might make you be able to use the best intake out there = OEM

Excellent... so if he were charging as he should (about $100 per hour), this would be a $10,000 head!!

http://forums.vwvortex.com/zerothread?id=4129928