Lifters

Unlike any other roller lifter set up, our "Pro-extreme" roller lifters don't need ANY guide plates, keyways or any measures to keep the lifter "square in the bore" They are self indexing by design!!

Most engine builders love the characteristics of a roller lifter! I am one of those who has dreamed for years about the possibilities of utilizing the roller lifter and camshaft design to really boost performance in the Type IV engine! The Type IV engine case is super strong and the lifter bosses are able to securely hold the roller lifters and some added stress from them. When one looks closely at the Type IV lifter bore it almost looks as if the factory outfitted the case for rollers right from the beginning, as the bore is machined to be more supportive at the highest stress points. The roller style lifter requires less power to operate and also allows a much faster ramp on the cam to achieve awesome valve opening events that boost power everywhere in the RPM range, especially torque.

The conventional flat tappet lifter is somewhat limited in ramp speed, and the amount of lift that can be safely ran per degree of duration. Since the lifters in the stock engines are flat, they must rotate in their bores to wear evenly and not wear out, as they are 100% metal to metal wear surfaces. While there is nothing really "wrong" with the flat tappet style lifters that our engines have conventionally ran, fast ramp rates and wicked cam profiles can kill the flat tappet lifters when pushed to extremes.

This engine will be a full time street engine and will see about 20-30,000 miles per year if my driving habits remain the same. The car, my 1976 912E has traveled 60,000 miles in the last two years of being my full time daily driver. The 2056 that's in the car now is already set up with "KitCarlson EMS" so we have an awesome engine management system to help feed and fire the massive air fuel mixture that the roller arrangement will make a reality.

The main reason that the roller design works so well is that the camshaft lobes no longer have to be shaped like a conventional VW camshaft lobe. The "Pro-extreme" camshaft that we will be using is made from 100% billet steel, and digitally CNC machined. This means that at the point of most likely collision between the piston and valve, that the cam can be specially plotted and ground to "Park" the valve till the piston is a safe distance away, and then slam the valve home chasing the piston down the bore and filling it to capacity! At the same time we all know that the same valve that opened has to close and that's also well "Under control" with the roller design. The cam lobe is also plotted on the closing event and just a few degrees before the valve would slam against the seat it is parked, and slowly settled onto the seat! This method drastically reduces the need for heavy valve springs to keep reverberation and harmonics down within the valve train at higher RPM.

The valve train of this engine will be totally reconfigured to better suit the characteristics of the roller lifter and camshaft. This will be everything from valves, to valve springs, and retainers, however we will still be using the stock 1.7 liter Type IV rocker arms as they are near impossible to beat in strength and function.

With all these things being said, the end result is mega power, awesome midrange torque, and a totally custom camshaft profile that doesn't have to be "Tame" to live on the street and ultimately on the strip, Autocross or road course!


THESE ARE NOT YOUR TYPICAL ROLLER LIFTERS. THESE LIFTERS DO NOT REQUIRE GUIDE PLATES, KEYS OR ANY METHODS OF INDEXING. ITS BUILT INTO THEIR DESIGN. SINCE ALL CAMS AND LIFTERS ARE CNC BILLET ANYTHING IS POSSIBLE FOR SPECIFICATIONS. OVERSIZES AND UNDERSIZES ARE EASY TO ATTAIN AND EVEN SPECIAL ZERO WEAR BUSHINGS ARE AVAILABLE!	THESE LIFTERS ARE NOT "NEW" THEY HAVE ALREADY SEEN A FEW HUNDRED LAPS ON THE WINSTON CUP CIRCUIT. WE ARE AWAITING THE FIRST TYPE IV LIFTERS NOW, AND JUST WANTED TO SHARE THESE IN THE INTERIM. THE TYPE IV LIFTERS WILL BE NEAR EXACTING TO THESE IN DIMENSIONS AND WILL DROP RIGHT INTO THE CASE.


THIS ISN'T A TYPE IV CAM, BUT PRETTY SOON WE'LL HAVE ONE THAT LOOKS JUST LIKE IT! OURS WILL HAVE QUITE A FEW LESS LOBES THOUGH, AND WON'T GO IN A CAR THAT HAS A DAM RADIATOR!	THIS CAM MAY LOOK NEW, ITS NOT. IT HAS ALSO BEEN USED.THESE CAMS ARE SO SHINY OUT OF THE BOX THAT TAKING PHOTOS OF THEM IS LIKE TRYING TO PHOTOGRAPH A MIRROR!

Following my dedication to comparative testing, I decided to keep the headwork, and the rest of the engine combination for this engine just as one of our tried and true 2270C version engines. This will allow us to compare the results of the dyno tests from the test engine to other engines that are in our logs by the hundreds. The 2270C is our best selling, most researched engine to date, so it only fits to make the first roller engine into a 2270 and beat on it really hard, that's no problem at all!!

If these lifters and camshafts work out as well as anticipated in our spintron, and our real time testing, you can count on seeing many, many more MassIVe Type IV, and even Type I engines running these as an option. Since so much power is developed from the addition of these, our smaller engines may develop MORE power than the next size larger engines currently do! This means that a 2056cc engine, could be reliably as strong as a current 2270, and live just as long... AND BE MORE AFFORDABLE! Just imagine a MassIVe Superhero over 2.6 liters, with our monster heads and these roller camshaft and lifter profiles!!


THESE ARE THE SAME PISTONS NORMALLY USED WITH A 2270-C VERSION ENGINE. SINCE THE CAMSHAFT IS SO ADJUSTABLE, THESE PISTONS WON'T EVEN NEED VALVE RELIEFS! THEY HAVE BEEN COATED WITH THERMAL BARRIER ON THEIR TOPS,THERMAL BARRIER WITH LUBRICATING PROPERTIES FOR THE RING LANDS AND FRICTION REDUCING TEFLON FOR THE SKIRTS.	THIS CRANKSHAFT HAS BEEN SPECIALLY PREPARED FOR A NEW COATING PROCESS. THIS PARTICULAR PROCESS AHS NEVER BEEN APPLIED TO AN AIRCOOLED ENGINE BEFORE.	CHROMOLY H BEAM RODS ARE A STANDARD WITH A 2270. THESE FEATURE A TYPE I BIG END AND SMALL END SIZING AND SOME OILING MODS TO THEIR BIG ENDS FOR THE CAM& PISTON. THESE RODS HAVE BEEN CRYOGENICALLY ENHANCED BALANCED AND HAVE RECEIVED BETTER QUALITY ROD BOLTS.

I am very excited about this project, as I have always wanted a street engine with roller valve train. The possibilities of smaller engines developing equal power to their bigger displacement counterparts with long lives and less cost is simply amazing! The potential to attain the larger power, and still maintain long life with less cost is the winning combination to boost the Type IV engine even further! With the cost of building a known trouble free conventional lifter engine climbing due to extreme measures having to be taken to ensure no problems will occur (ceramic lifters, billet lifters, micro-polishing etc) the roller option may not add very much cost over a current engine that we would build using flat tappets and good parts!


FRICTION REDUCTION COATED MAIN BEARINGS	SAME PROCESS WAS DONE TO THE COATED CAM BEARINGS	THESE COATINGS FREE UP SOME POWER AS WELL AS DECREASE OIL TEMPS


THE EXHAUST VALVES WERE COATED WITH COATINGS TO REDUCE HEAT SINKING INTO THE MATERIALS. THE COATING IS APPLIED ALL THE WAY TO THE VALVE GUIDE	THE INTAKE VALVES ARE NON COATED ON THEIR STEMS, AND ARE ONLY COATED ON THEIR FACES TO REFLECT HEAT BACK INTO THE CHAMBER, WHERE IT BELONGS.	CLOSE UP OF THE COATING ON AN EXHAUST VALVE. THE COATING IS PARTIALLY IMPREGNATED INTO THE MATERIAL AND EVEN IF YOU VISUALLY REMOVE IT, THE PROPERTIES ARE STILL PRESENT.


96MM NICKIES, THESE BABIES RUN SO COOL THAT THEY DON'T NEED ANYTHING! JUST INSTALL THEM AND WATCH THE HEAD TEMPS DROP! THESE CYLINDERS DON'T WEAR, DON'T RUN HOT, AND COUPLED WITH THE HEAT DISPERSANT COATED HEADS SHOULD BE SIMPLY AMAZING FOR MY STREET CAR!	THESE ARE OUR 2.0 914 FULLY PORTED HEADS. THEY HAVE BEEN COATED WITH THERMAL HEAT DISPERSANT TO HELP THEM SHED HEAT EVEN MORE. THEIR CHAMBERS ARE ALSO COATED WITH A THERMAL BARRIER COATING TO REDUCE HEAT SOAK INTO THE HEADS.