Birth of the 2270 RS Roller Cammed Street Engine

Birth of the 2270 RS Roller Cammed Street Engine!

This has been a long time coming... Nearly 3 years since we started the roller camshaft program and prior to that two more years went into thought and cam profile development.
Today I threw Beth the keys to her "2270 RS" Powered MassIVe79 Vert and officially signed off on it's completion. All we have to add is the RAT direct fire and A/C compressor, but other than that the car is 100% completed.
Beth's Vert ran a 2.9 Liter twin plug monster last year,(making 250HP and 255 lb/ft of torque netting 195/206 at the rear wheels!) but the power was so extreme that the car could not be driven by her without serious risk of damage to the transaxle or vehicle or herself.
The "2270 RS" that took the place of the 2.9 has everything that we ever wanted, a ton of torque coupled to good, usable HP and better fuel economy than I had predicted. Most importantly this engine has a broad operating range with exceptional drive-ability and a torque curve that is unparalleled by anything I have ever designed or built before.
Having put 6K miles on the 2.9 last year and having driven the car with no other changes made about 350 miles thus far myself, I have to say that the car is much more fun to drive with this engine installed!! It may not be as fast and may not have as much torque, but what it does have is a great mix of RPM range and throttle response, and on top of that the power is even more crisp than with the much larger engine. With the 2270 RS the car is actually making more HP per liter and achieving the same or better MPG.
Now I'll share a bit about this engine's design... It won't be a lot because its our newest technology and it appears that we have someone who wants to play games with us that would love to know what makes an engine like this tick.
The goal was to create an engine with 4,000 RPM of usable power and to make peak HP at or below 6K RPM. All specs below are as the engine is set up currently after being optimized on the engine dyno and chassis dyno.
This is now a completely developed 2270 roller cammed offering for our turn key engine program.
Case- Built from an EA code 1.7. The case registers were decked and the engine received the standard RAT preparation work.
Crank- 78mm counterweighted
Rods- H beam @ 5.325 length
Cam- RAT 9905 roller profile netting .477 lift at the valve with an intake duration of 228*@ .050 (exhaust lift and duration not disclosed) This is a stock intake cam profile for a very popular roller cam engine that uses EFI.
Lifters- RAT "Big Wheel" rollers in Manganese Bronze bushings fitted to otherwise stock lifter bores
Cylinders and Pistons- LN Engineering Nickies in 96mm with JE forged pistons (these are used items from our R&D program that are 6 years old and have been used in 5 different engines!)
Deck Height- .031CR- 9.1:1
Cylinder Heads- RAT/ HAM LE 215 single plug with Level 2 springs designed for the roller cam. Len hand ported the exhaust port to alter the I/E ratio for this high torque engine that will be using an exceptionally small exhaust system primary tube diameter for such a large displacement. Len did an exceptional job with the heads as these are some of the highest velocity ports we have ever experienced![IMG]http://images.thesamba.com/vw/gallery/pix/553477.jpg[/IMG]
Exhaust System- Tangerine Racing EVO with 1.5" primaries and a twin outlet muffler custom built by Chris Foley for "The Super 2 Liter" project back in 2005
Induction- (NOS) Dual 40mm Dellorto Carburetors with 34mm venturis and 2-1/16 RAT "supervelocity" stacks. (Remember this is an odd combo, most of the time 40mm carburetors do not work well on a conventional 2270) SDS EFI will soon control fuel and spark for this engine, it was originally developed for EFI, hence the very mild roller cam.
Ignition- Mallory Unilite for the time being, will be changed to RAT DIS system ASAP! (This was an old Mallory that was our back up for the A.I.R. Racing 914)
Cooling system- RAT V2 DTM with Porsche Seal Gray base/clear paint detail (By me:-) oil cooling is handled by a single setrab fan pack external oil cooler.
Ancillaries- RAT/ Gilmore A/C System installed by Jeff Patterson of Autohaus. (compressor yet to be installed)
Transaxle- RAT Stage "B+" with super tall gearing in every position to best utilize the extreme torque of the engine.
Now lets go over some of the testing the engine went through on the RAT Engine Dyno, then I'll follow up with what we saw on our dynojet chassis dyno as well:(these are the most significant graphs, there are 20 more that aren't pictured)
Of course this is a 2270, my most favorite Type 4 displacement of all time. These engines generally like 44-45mm carbs best with a 36-38mm venturi. I started off the testing with a set of 45 Dells with 38 vents, but aborted that test due to the carbs needing some repairs from Art(I sent them to him and will have them back for chassis dyno testing tomorrow!). So I decided to go straight to our 48mm Dells with stock 40mm venturis installed.
Round 1: This began with default timing at 10/30 degrees with 48 Dells and a Tangerine 1-5/8" EVO header. We also had the engine set up with the cam timing "straight up" as a default. We did 3 runs to optimize timing and jetting before actually logging this run. Here are the results. Not bad for the first run!
[IMG]http://images.thesamba.com/vw/gallery/pix/553456.jpg[/IMG]
In round two I decided to retard the cam timing a bit to try to pick up some more top end power, since I wanted 180 HP... I made this change but nothing else.[IMG]http://images.thesamba.com/vw/gallery/pix/553457.jpg[/IMG]The engine didn't like this as it lost throttle response and also didn't make the numbers that I expected.
Then I decided to go 3 degrees advanced with the cam timing, here are the results[IMG]http://images.thesamba.com/vw/gallery/pix/553458.jpg[/IMG]This was more like it as the engine responded more quickly to throttle manipulation and it just plain ran better! It was making the broad power that I was looking for, but not enough of it.
The engine seemed to have "big carb syndrome" so I decided to throw my NOS 40 Dells on the engine that it would be ran with in Beth's car for the remainder of the test work.
In this graph I left the cam timing advanced 3 degrees and did nothing except bolt on the NOS 40 dells right out of the box. I left the 1-5/8" Tangerine Header so I would bnot create any variables. I fully expected the engine to lose 15HP as these engines normally do when going to a 40mm Carburetor on a conventional 2270. Here are the direct results after optimizing the jetting to the same AFR average we had with the 48s.[IMG]http://images.thesamba.com/vw/gallery/pix/553460.jpg[/IMG]
As you can see the engine did some funky things with the more limited intake flow, but it did not lose the HP I expected with the 40s!! This was great! Look at that torque starting to climb!!
Based on the graph comparisons and the engine's behavior under load I had a hypothesis that the exhaust system was now too large for the limited intake and was over scavenging, so we went ahead and installed the custom 1-1/2" header that Chris had made for us especially for the car. I was fully expecting a gain of low end torque and midrange throttle response, but I did not expect the HP to respond as it did!
In this run you'll see that the open header effected low speed performance and the graph is a bit bumpy[IMG]http://images.thesamba.com/vw/gallery/pix/553472.jpg[/IMG]
We would now test the engine with the two different EVO mufflers that Chris provided us with for the occasion. I started with the twin tip unit first, since it fits the car best and has the pissed off attitude out the tail pipe that I love! This is one of the first mufflers that Chris made several years ago, so it needs some modernization.[IMG]http://images.thesamba.com/vw/gallery/pix/553465.jpg[/IMG]
Here is the most recent muffler development from Tangerine Racing coupled to the engine. This is a single tip muffler that had the best all around performance and the best numbers as wel. The engine ran cooler temps with this than any other arrangement and it had a deep tone.here is the money shot![IMG]http://images.thesamba.com/vw/gallery/pix/553464.jpg[/IMG]LOOK AT THAT TORQUE!!! Its totally flat from 2K clear to 6K!!! Do you know how hard that is to do over a 4,000 RPM power band!! I have NEVER done this before and its impossible with a conventional camshaft arrangement IMHO especially starting at such a low RPM at WOT!!!
Look at those peak numbers!! 183 lb/ft of torque at 4K and 166HP at 5K with a nice stretch without much fall off to 6K!! This is exceptional for a 2270 with a 1.5" header and a set os super small 40mm carbs with 34mm venturis!!!! The most I have EVER gotten from a 2270 with 40s in the past is 145HP and we have never seen a 2270 that would even function with a 1.5" header, but this one made MORE power with the smaller header even when we didn't expect it!
Now here are the graphs from the engine as installed into the vehicle and tested on our Dynojet Chassis Dyno right here at Heaven. Note that I pulled I started the dyno run AT IDLE in 4th gear and stabbed the throttle for a pull clear to 6K!!! How many engines do you think can idle a pair of 5,000 RPM rollers in 4th gear and have the throttle stabbed to WOT and pull straight to 6K without stalling or bucking???? I haven't tested one yet that could, but this one can and LOVED it![IMG]http://images.thesamba.com/vw/gallery/pix/553388.jpg[/IMG][IMG]http://images.thesamba.com/vw/gallery/pix/553391.jpg[/IMG][IMG]http://images.thesamba.com/vw/gallery/pix/553390.jpg[/IMG]
All this goes to show the incredible power potential from the roller camshaft technology and how the change of camshaft technology totally alters what the engine will optimize with. This also illustrates that one cannot cloud development due to their own personal preferences or assumptions!! WE MUST try everything possible no matter what we think or why and previous experience can't be looked upon when moving forward.
Future developments:This is just the beginning for this engine. The car has now been fitted with A/C and will be driven 10K miles by the end of July. During this time I will test the engine with the 45 dells that were sent to Art to be gone through and we'll work with Tangerine Racing to further develop the twin tip muffler... Hell I might even give this one a shot of Nitrous, because I think it would LOVE it!
We will also be using this engine to do the final test work on the RAT DIS ignition system in conjunction with the A/C arrangement for a super clean engine bay thats functional.
In July this engine will receive a new "Dual Fuel" ECU that has never been ran in the US. It incorporates direct ignition and EFI into a package that is totally self learning in closed loop with sequential injection and dual O2 sensors as well as OBDII capabilities and its own functional "Check engine light" and data logging built right in.
In closing I could not be more happy with this version of the 2270. It runs quiet, smooth and has exceptional power at EVERY RPM while being very easy to drive! Remember, this engine can pull to 1,000 RPM @ WOT under full load and do so with carburetors even though it's cam is specifically configured for EFI!!! Wait till we install the EFI on the engine and see what that does!
The goal with this car has been quiet, smooth operation with exceptional drive ability and throttle response thats tame enough for Beth to drive every day with creature comforts like A/C. Reliability, performance and efficiency- Perfected.
I have news for ya... creating an engine like this takes more than "4 year" of development and a few left coast marginally developed, cookie cutter components... Making 125 lb/ft of torque at 1,000 RPM and spread it over an operating range of 4,000 RPM with peak numbers at less than 5,500 RPM is hard as HELL to do!! A HP seeker or drag racer will never even graps the mindset required to do this!
Here are some added pictures of the engine and the "front end" of the very sweet factory appearing A/C system that Jeff Patterson installed last week.
I am glad Beth loves driving this beast!!
How much more proof do you need that "Bigger is seldom better".... This engine replaced a 2.9 Twin Plug!Jake Raby
President, Raby Enterprises Inc

As always, lots going on here at Aircooled Heaven... We are working hard to finish up on a Porsche 356 engine destroked, twin plugged and used for Land Speed Racing. we are also in the midst of the twin plug enhancements done to the "Peanut Special" Land Speed racing 1500 as well so we can hopefully go to Maxton and set a couple of new records in October with both a 1500 and 2013cc engine.

This week I am putting the finishing touches on the engine design of the Simple Horsepower Type 1, 2332cc engine program and will be ready to begin assembly on the test engine for that program in just a couple of weeks if all goes as planned. Also on the Type 1 front we are finishing up a pair of engines belonging to some very well known FIA Officials from Europe, both of these are twin plug 1915cc engines for their Beck/ Special Edition 550 Replicars that should make around 140 very radical ponies.

Over the past week I have engaged in several bickering contests with Rivals and Competirors.. One of them even made the mistake of pointing out that our current technology didn't work when he tried it 25 years ago... He then left the door wide open for a several thousand word essay that proved my point... All in all, he was simply "pissy" because we continue to raise the bar and push harder while he wants to slow down and build the same engine day in and day out... Its not that easy :-)

At any rate, it has been a good last couple of weeks with getting another F Production win with the 914 and Len getting MUCH faster in the car lap after lap. The engine ran great and sounded mean as hell at 8,000 RPM plus down the front straight at Road Atlanta. We are now 3rd in points and only two points from the second place holder. It was good enough to get invited to the SARRC Invitational in September and finally we'll have some real competition there...

I recorded the months Radio Show a couple of Days ago and we'll get it posted by the end of the week if I get time to edit it...

Its been a long day... Time to hit the rack, more later...

WOW what a past few days!! 
Charles from LN Engineering has been on site assisting with the web sites and development for the Simple Horse Power.com website as well as flat 6 innovations.

Last Thursday Jim Pasha from Excellence Magazine was on site doing the photography for a soon to be published feature on our efforts with the Porsche Boxster and 996 engines and on top of that I had to prepare for this weekends SCCA race at Road Atlanta...

We made huge strides with the online stores for all our websites, completed tons of computer aided design and even strategized about the up and coming test work with the Porsche 356 and the Type 1!!

I just had a few minutes, so I figured I'd make a blog entry.. If I get some down time at the track I'll log in and give some updates.
More later..
Jake

Today I decided to become a Blogger... I already post on forums, produce videos and offer a podcast so I figured the Blog would be a great way to share daily and weekly updates to my development and life in general.

Perhaps the coolest thing I experienced this week was confirming the fact that I have owned the car I was brought home from the Hospital in for the past 10 years and didn't even know it..

Here is how the story went...

My Dad's Daily Driver from 1973- 1985 was an Orange VW Thing. He drove the car every day, everywhere he went. This vehicle is how I was delivered home from the Hospital as a new born in October of 1975.

This was the first VW engine I ever touched at the age of 7-8 as my Dad suffered from a pair of very bad knees and could not climb under his Thing to do an oil change, on top of that he wasn't much of a mechanic...

 Of course the 181 had no drain plug, so I was forced to remove the entire sump plate and screen... Upon assembly I left a 6mm nut loose, the engine lost all its oil and I had just created my first blown engine and the worst thing was that my Dad was driving when it let go. I paid for that one!

Fast Forward two more years and my Dad's knees were really bad, so bad that he could no longer climbi in and out of the Thing, forcing him to sell it. We dropped the Thing off at my Grandparent's place a few days later and someone came by and purchased it on the first afternoon it was for sale, I was crushed because I LOVED that car. The new owners were from Toccoa Georgia, a town not too far from the town where I grew up.

So quite a few years go by and I forget about that particular Thing, but as my Dad and I bought, sold and traded VWs I always looked for that car, or Orange VW Things in general. I never saw the car and didn't see many Things in our area at all. 

More years go by and I leave home to see the World as a US Marine.. I totally forgot about that particular car, but owned dozens more over the next few years. When I returned home from the Marines I encountered one of the best customers I have ever experienced, who loved the VW Thing and had several of them. Over time I had built a dozen engines and had worked on all of his VWs...

One day he calls me to say "Jake, I bought another Thing but got rear ended on the way home from Toccoa with it"... I didn't think anything about this, just told him to have it towed to me and I'd see what I could do to repair it. The car showed up and it was an Orange 73, I still didn't think anything about it... I looked over the car and determined that it was not repairable at a cost that it was worth at the time and after talking to the Customer's insurance Company the car was totaled. 

Of course the Insurance Company only wanted to give him 1500 bucks for an all original 73 VW Thing that was in perfect condition, so I decided to write them a letter on my Customer's behalf. After they received the letter they decided to pay my customer the full price that he had paid for the vehicle and he was very happy. He then bought the Thing back from the Insurance Company at a serious discount..

 He had another Thing that needed a front end rebuild and he told me that he'd just give me the old crashed up Orange 73 if I'd rebuild the front axle under his Yellow 73. I agreed to this because I thought I could fix the car, and even if I couldn't it had a ton of good parts on it that could be outfitted to a White 74 I had and was restoring.

One of the things I learned early about the crashed up Thing was that it did not have the original "AM" engine case. Someone had replaced the engine with an "AK" engine from a 74 Beetle. I pulled that engine out as it was damaged from the crash and I replaced it with a 1915cc single port engine. I then drove the car for a few months until I scattered the engine while offroading. I replaced that engine with a 2,000cc TIV engine outfitted with a DTM cooling system. I then drove the car for another two years before I decided to repair the rear end damage correctly and restore the car, because it was too nice to continue thrashing on. That was in late 1999. Fast forward to 2008 and the car has been in my storage area with a fresh paint job ready for reassembly- I just haven't had time to work on it..

Now a couple of weeks ago a local woman called          the shop in search of a VW thing to buy. She talked to my Dad who still answers our phones here today. After a few minutes she had learned who my Dad was and who I was and she just happened to be the person who had bought my Dad's Orange 73 Thing in 1985!!! She was in search of another Thing because she had sold the Thing that was purchased from us back in 1998. My Dad tells her about a Thing that he has had for sale and she wants more info, so he transfers her to me and thats where things got really interesting..

She tells me that she bought the car from us in 1985, kept it till 1998 and then sold it "To a man from Cornelia".. I asked her if she knew where the car went and she said "No, I have ben looking for it since 2006 and the state says it hasn't been registered here since 1999.. Thats when it hit me!!! This HAD to be the car I came home from the Hospital in, the first VW I had ever touched!!! 

So we talked about all the similarities and I start trying to remember what had happened.. The reason why the original engine was not in the car when it was rear ended was because my Dad had a local mechanic pull the engine from a 74 Beetle that he had at the time the original engine was blown after my lack of tightening the sump plate....

The "Man from Cornelia" was my long time customer... I had owned the vehicle I looked for, for many years and didn't even know it for a decade, the 73 VW Thing that had delivered me home to the property where my shop still resides today...

Needless to say, the Thing has once again became my priority to complete and get back on the road, after almost 10 years of being out of service.... 

I'll never sell this Thing, there is no older piece of RAT History in existence.

More next time..