Slant Six Forum :: Thoughts on dual pattern custom cam grind

shipping to argentina?

thanks man

Quote:

shipping to argentina?

thanks man

US Postal Service is about $50. DHL only offered 2-day express and it was $250! Ouch!

Mike

OK so that would put a set at the tune of $??? shipped to my door (1425 or 1034 zips from Buenos Aires)....

The advantage of the ex valves wasn't for looks, just for keeping consistent combustion chamber shaping. Many stock valves have hollow heads (to lighten them up -weightwise) and that adds (or substracts actually) for compression and consistency on CR.

As for the cam advice, would you elaborate a little bit more? I should do __________ (fill in the blanks) A) stop messing around with the dyno B) try to get any cam that would have good VE on my mill (I have some profiles that has over 90% VE from 3500 to 6000 rpm)

This valve would work with extensively bowl ported and radii blended heads? kind of that one you built for I don't remember how with had channeled intakes? I did the channel thing once and my bbuddies laughed at me... it was kinda nice having a 10 years payback with them

The reason it is like "dice throwing" is because there are so few of us. I think the early SBC guys were throwing dice alot too, but it has all been documented to a fair-thee-well now. Not so with the slant six guys. The more we share information, the less dice throwing is involved. Of course not all SBC powered cars are equal, so there is still some magic formula found every once in awhile there too.

But their baselinne of knowledge is certainly broad enough to eliminate most geussing. Keep asking these kinds of questions. I am always pretty impressed with the knowledge that shows up in subsequent replies.

Author:	ROADRUNNER7169 [ Sat Feb 03, 2007 10:10 am ]
Post subject:
mpgmike how do i get the valvz i'm very interested since you don't have to do any modification to the head and you can get a 500% increase in torque and a 30% increase in fuel economy also id like to know about how much do they cost

Author:	argentina-slantsixer [ Sat Feb 03, 2007 1:35 pm ]
Post subject:
I'd be interested in those valves too... cost? measures?

Author:	mpgmike [ Sat Feb 03, 2007 2:31 pm ]
Post subject:
The company is allowing me to take their technology to the retail market. The patent has been in place since June of 2000. Since then, the inventor has been knocking on OEM's doors and getting the standard, "We don't solicit outside technology. We develop everything in-house. Looks like a good idea and I wish you luck." answers. I found out about their valves through a connection I have and approached the man about marketing his valves for him. He agreed. As it stands, the retail marketing program is so new there are really no off-the-shelf valves ready to go. In order to have Powre Valvz made up for the Slant, I'd have to get one in his hands for him to spec out. After that, they can be made on demand. For now, there is a 4-5 week turn-around time from placing your order to receiving your order. They will be direct drop-ins with no other modifications needed. Stock rockers, springs, keepers, retainers, etc will be reused (or upgraded as your package dictates). Price is $60 per valve. For the Slant, this would be $360 for a set of six. The materials are all high end to be able to maintain rigid specs over the life of the engine. I'm putting a 50k mile warranty on the Valvz, as I know they will easily last that long. This price gets them shipped to your Continental US door. If you look at $60 for an intake valve, they are indeed pretty salty. If, however, you look at what the $360 buys you versus what else it could buy, they're quite a sincere bargain. I'm attempting to establish niche vendors to market them to their typical buyers. Until there is somebody that would like to market them to the /6 folks, I'll be taking orders. There does not need to be a group buy as there would be no advantage in price. So if you want them, let me know. Have I answered all of your questions? Mike Holler (717) 438-3767 mpgmike@PowreHaus.com

Author:	argentina-slantsixer [ Sat Feb 03, 2007 5:26 pm ]
Post subject:
mike, would it possible to order custom sizes? say 1.75 intake 1.45 exhaust? does ex requires hardened seats? what kind of an angle job you can perform on those?

Author:	Rug_Trucker [ Sat Feb 03, 2007 6:16 pm ]
Post subject:
Ok Pics would be nice! :shrug:

Slant Six Forum https://slantsix.org/forum/

Thoughts on dual pattern custom cam grind https://slantsix.org/forum/viewtopic.php?t=21698	Page 2 of 4

Author:	mpgmike [ Sat Feb 03, 2007 7:41 pm ]
Post subject:
So far the only pic I have online is at http://www.powrehaus.com . I'm still brewing up the marketing material, including a fitting web page. Custom sizes are definately possible. The only thing is that you don't need exhaust Valvz. You use standard 1-piece exhaust valves. This cuts the costs for you. Mike

Author:	mpgmike [ Sat Feb 03, 2007 10:05 pm ]
Post subject:
What would be the advantage of having exhaust valves made up just to look different? I suggest using standard exhaust valves. Since the valves are being made custom, you can have any stem diameter and seat diameter you want. They can be spec'd for your ideal application. As for shipping to Argentina, I'd have to check. Give me a day or so. A benefit to using the Powre Valvz is that you can use less expensive off-the-shelf cams. Concentrate your efforts on the peak VE area for your profile. The Valvz will take care of everything below that point. Mike

Author:	mpgmike [ Sat Feb 03, 2007 11:10 pm ]
Post subject:
Quote: shipping to argentina? thanks man US Postal Service is about $50. DHL only offered 2-day express and it was $250! Ouch! Mike

Author:	argentina-slantsixer [ Sun Feb 04, 2007 4:24 am ]
Post subject:
Quote: Quote: shipping to argentina? thanks man US Postal Service is about $50. DHL only offered 2-day express and it was $250! Ouch! Mike OK so that would put a set at the tune of $??? shipped to my door (1425 or 1034 zips from Buenos Aires).... The advantage of the ex valves wasn't for looks, just for keeping consistent combustion chamber shaping. Many stock valves have hollow heads (to lighten them up -weightwise) and that adds (or substracts actually) for compression and consistency on CR. As for the cam advice, would you elaborate a little bit more? I should do __________ (fill in the blanks) A) stop messing around with the dyno B) try to get any cam that would have good VE on my mill (I have some profiles that has over 90% VE from 3500 to 6000 rpm) This valve would work with extensively bowl ported and radii blended heads? kind of that one you built for I don't remember how with had channeled intakes? I did the channel thing once and my bbuddies laughed at me... it was kinda nice having a 10 years payback with them

Author:	mpgmike [ Sun Feb 04, 2007 6:19 am ]
Post subject:
Quote: OK so that would put a set at the tune of $??? shipped to my door (1425 or 1034 zips from Buenos Aires).... We could make it a nice round $400 ($360 + $50 = $410, $10 discount) Quote: The advantage of the ex valves wasn't for looks, just for keeping consistent combustion chamber shaping. Many stock valves have hollow heads (to lighten them up -weightwise) and that adds (or substracts actually) for compression and consistency on CR. Follow me for just a moment. Larry Widmer is the leading pioneer in automotive engineering (my #1 hero). His web site is www.TheOldOne.com. He talks about his "Soft Head" where combustion chamber and piston design should force the compressed charge away from the intake valve towards the exhaust valve for better combustion efficiency. With this principle he is running Hondas at 23:1 compression naturally aspirated and 13:1 at 30# of boost! The head of the Powre Valvz is thicker making it protrude into the chamber further than stock. Ideally you would want an exhaust valve that recedes into the bowl a bit to take advantage of the Soft Head principle. Quote: As for the cam advice, would you elaborate a little bit more? I should do __________ (fill in the blanks) A) stop messing around with the dyno B) try to get any cam that would have good VE on my mill (I have some profiles that has over 90% VE from 3500 to 6000 rpm) Cam selection becomes less critical with the Powre Valvz, which is the initial reason for bringing them up. Whereas traditionally an additional 4* duration on the exhaust or 0.010" more lift can make a noticeable difference, the intake Valvz will be opening when the cylinder is ready for an intake charge and closing early when appropriate to eliminate the end-of-intake cycle reversion. As the engine gets closer to peak VE (and therefore peak torque), the Powre Valvz have less influence on the engine. One of your 90% VE cams will perform about the same with or without the Powre Valvz in that narrow window of peak torque. Below that peak, the Powre Valvz will change the characteristics of the cam to reflect what the engine wants to see for that load/rpm range. Most of the R&D and dyno time has been spent on fairly stock vehicles, or simply testing an already potent package with and without the Valvz. The Powre Valvz generate a torque curve that starts climbing immediately and sky rockets a little above idle, staying fairly flat throughout the engine's operating range. In other words, go with what you think would be the optimum cam for the peak torque you seek and let the Powre Valvz take care of the below-peak-torque range of operation. If anything, a step in the more radical direction is now reasonable since idle characteristics and low end operation will smooth out. Quote: This valve would work with extensively bowl ported and radii blended heads? kind of that one you built for I don't remember how with had channeled intakes? I did the channel thing once and my bbuddies laughed at me... it was kinda nice having a 10 years payback with them If a trick works well with regular valves, it will most likely work well with the Powre Valvz. If it sucks with normal valves, then it will probably suck with the Powre Valvz. What the Valvz are going to do for you is delay the opening of the intake valve until the cylinder is ready for the charge, and close the valve early to prevent pushing what charge you already have in the cylinder from getting pushed back into the intake manifold. It's just that simple. If you have better ports, then these ports are going to benefit the engine WHEN THE INTAKE VALVE IS EFFECTIVELY OPEN the same as it would with typical intake valves. If you have a lousy exhaust system, the Valvz will Band-Aid that some by preventing back pressure from diluting the intake charge with spent gasses. The better the engine design (port work manifolding, etc) the better it will run. So yes, it will work well with the head I did for Greg Mander. Mike

Author:	SlantSixDan [ Sun Feb 04, 2007 2:04 pm ]
Post subject:
OK, Mike, please listen up for a minute. You may think I'm being cranky and unreasonable, but I am telling you my reaction honestly because I want to see you succeed and I am certainly not the only one having this reaction: No matter how innovative the product, no matter what it's capable of, when you try to be cute by deliberately misspelling something with a "z" ("valvz"), that's not clever or effective marketing. It instantly sets off the "ricer crap for kidzzzz" alarm and makes me have to fight hard to keep paying attention. It's a pretty simple equation in my head: If the guy can't spell, why should I believe he's any kind of an engineer? I urge you to rethink your marketing on these. Call it the "Powre Valve", or take a straight engineering tack and call it the "Anti-reversion dynamic-duration intake valve", or something, anything other than "valvz". Now: Can we please see some comparative data with standard vs. these special valves on an engine of broadly similar technology to the ones we run (any American OHV Six or V8 should be fine)?

Author:	mpgmike [ Sun Feb 04, 2007 2:37 pm ]
Post subject:
Dan, I appologize for the annoyance caused by the product name. In my marketing studies, I've concluded that effective marketing (and product name is part of the overall marketing package) is when people remember your product and/or name. From something as simple as the old pop culture icon "The Beatles" to "Gizzmo Electronics", mispellings are a way for your potential customers to remember your name. It is working for me thus far and I'd rather have you scoff at the name and make money than fade into oblivion because I'm just another wanna be. No offense taken, and none offered in return. The only dyno chart I have currently in my possession is for an old 327 Chevy. RPM Stock PV 2k 130 190 2.5 120 195 3k 142 195 3.5 125 190 4k 108 165 Numbers are ft/lbs torque. I will be acquiring more data as quickly as I can and making it available. I will be 100% honest with the data I receive. If some applications show lousy gains, I will post them. I will, however, try to figure out if there might be a pattern should there be lousy results (none of which I'm aware of as yet). Dan, if you can give me some marketing ideas that would work as well as catchy spellings, let me know. Thus far it seems like one of the best tricks I could use. Mike

Author:	mrbillohnooo [ Sun Feb 04, 2007 2:40 pm ]
Post subject:
Quote: The reason it is like "dice throwing" is because there are so few of us. I think the early SBC guys were throwing dice alot too, but it has all been documented to a fair-thee-well now. Not so with the slant six guys. The more we share information, the less dice throwing is involved. Of course not all SBC powered cars are equal, so there is still some magic formula found every once in awhile there too. But their baselinne of knowledge is certainly broad enough to eliminate most geussing. Keep asking these kinds of questions. I am always pretty impressed with the knowledge that shows up in subsequent replies. In the small block chevy world , in the past few years cam grinders have been prodoucing cams with a modified firing order...one person I know had very bad luck with this using stock steel cranks, they would break in half, but at over 6000 rpm. (he broke 3 cranks in a roundy round stock car), however massive power gains were found doing this. Others have had no problems in drag race situations. His were breaking when he would let off to set up for the next turn. It would be interesting to see if any improvements could be made with this basic idea in mind to help the lean on one cyl, and rich on another as with the slant six intake......not to mention the power gains this would produce I am aware it would take specially made cam blanks....just a "what if" I am curious about. Bill

Page 2 of 4	All times are UTC-08:00
Powered by phpBB® Forum Software © phpBB Limited https://www.phpbb.com/