And here it comes! The latest CNC & hand blending headwork for the MINI from Endyn; smooth air pathway past the mid-size valve seats both coming and going. It's a straight shot to the intake valves through this port. Endyn machines the valve guides to exacting tolerances. Endyn also shapes the guides to net minimal flow losses, while supporting the valve with as much length as factory guides. CNC work ensures uniformity throughout.
Any before and after dyno results with only the NS1 yet? I'd like to see some quantifiable results. I would also love to see what an R53 with the NS1 and Endyn head can do with a dyno-based tune.
The head photos shown bellow are of mdbsat's custom mid-size valve head. Unfortunately a recent dyno didn’t fit into his schedule; I’m sure he will update if he chooses to do a dyno later. The program for this MSV head is completely new and incorporates knowledge gained from the latest generation ENDYN BVH and the features precision-machining capabilities can provide. There will be more about the precision machining later. More photos of mbsat’s MSVH. The deck Note the intake ports are precisely equal The genuine article
So Purty! Thanks for the pictures Keith! I cannot wait for the weekend. I am sorry I did not get the car dyno'd before for those who are/were interested. There are not many shops in my area that do them on Saturdays. I am sure I will do one after at some point though it isn't all that important to me. I just cannot wait, see you soon Mr. Heuvo! :cornut:
Here’s the precision machining involved in the new generation of MINI headwork from Endyn. http://www.werkinmini.com/ENDYN%20headwork.pdf
I've got an Endyn head but it was before Keith got involved with them as a vendor. I guess that mine would be condidered a mid-valve sized head... I asked for something that didn't drop any low RPM and could go to 8k RPM. I got larger exhaust (1 or 1.5mm, I don't remember), 0.5mm larger intake, different springs and Ti retainers. the springs were to accomidate a higher profile cam (not installed yet). Head is still going strong, I'd say! When I bought, there were many less options available for aftermarket heads and all of them were north of $2k. All this with a P/P intake and IC horns (don't think they do them anymore) were significantly less than that including shipping! I think that the range of options in heads has been good for all involved. All the vendors in the game seem to be offering better product. I don't know what Endyn has learned over time since I bought and I don't know how it compares to Jan's or Thumpers or Webbs or Mini Manias or the rest. I do know that adding a head that helped with exhaust flow was as much of a hoot or slightly more than even adding a pully! Some hills I needed 3rd gear for now can be done in 5th, it's that dramatic. Anyway, Endyn makes good product with a good history. Is it the best? I don't know, there's so much hype in the whole head marketspace... I'm pretty happy with mine. I'm guessing I've got over 50k miles on mine... Matt
Thanks for the impressions... Talk to me about this 8,000 rpm redline - if the head can do this, does that mean it's OK for the rest of the engine? This would be a gigantic help on the track, but it wouldn't be worth it to me if it meant the engine would blow up. And this is all supposed to be done as a system, right? That would mean intake runners matched to the head which is matched to the header, correct? Then you'd have to have the proper cam and the proper tuning to pull it all together, I think. Is this the proper line of thinking with regard to this mod? - Marc
As to an 8K redline...I'm 40K + miles on an engine with an 8K red line. It's seen track use, stupid antics and more than a few long hauls in 3rd, 4th and 5th to red line on some secluded West Texas Twisties*. The bottom was looked over a little over 10k miles ago and pronounced with a clean bill of health. The top end is by another company so I can't speak on this combo but I do feel the bottom end is capable. *West Texas Twistie - Roads laid out in a grid by snap line with an occasional 90 degree turn.
Yes, you have the right idea, a balanced systems approach. Matching the intake manifold to the head pays dividends when the head or IM has core shift causing a flow-limiting mismatch. If you intend to use the 8k-rpm end of the rev range, your header can benefit by having larger diameter primary tubes also (actually the header is matched to the head and intended use, not head to header). The average performance user can make do with OE size primaries up to 1.5 inch and huge tubes could be detrimental in that case. It’s all about defining your needs first; the selections from the head configuration menu will fall into place afterwards. I have 65k-miles on my Endyn mid-size valve head. It’s performed well with a variety of tune states, and no matter the size of the pulley; it always has exhibited a fat mid-range. Up until two years ago, larger valves on the Endyn MINI head were limited to 1mm over on the exhaust and .5mm on the intake. The German market demanded larger valves, so Larry carved up a few heads to see if it could be done while retaining structural integrity, and the 32mm intake & 25.5mm exhaust valve head option was born. German users subjected the bigger valve heads to no-speed-limit roads & track use, deeming the huge valve head an enduring success. Now enter the CNC era of Endyn heads, I just installed the first CNC MINI head on mdbsat’s car along with a port matched intake manifold, feedback to come.
Roller Wave Pistons from ENDYN & Werkin Mini The head forms half the combustion chamber; the other half is defined by the piston’s top. The piston has a major role in the combustion process and deserves enhancement considerations. To this end Endyn created the Roller-Wave piston. I visited Endyn in 2004 when Larry was designing the Roller-Wave piston for the MINI. There were 6 versions in the development process, each more robust than the one preceding it. Here is what Larry Widmer has to say about the pistons: “In stock form, the piston top is so far beneath the head there is little or no interaction between the two shapes for promotion of inlet mixture motion, or combustion turbulence for a more thorough burn. The design philosophy at Endyn has always been such that if we have the ability to affect greater engine performance and longevity by mechanically forcing the combustion event to occur uniformly rather than randomly, we should do it. Simply put, we mechanically manipulate the combustion process to achieve every possible gain. The Roller-Wave piston for the Mini was designed to increase airflow directivity at low valve lifts and the raised quench pads are designed to interface with those in the cylinder head to promote mixture turbulence, and increase the engine’s mechanical octane rating by increasing quench effectiveness. This allows the engine to operate with a higher static and dynamic compression ratio with a lower tendency for detonation, effectively increasing performance while widening the tuning window for the user. If you are wondering why the original engine manufacturer designed and built the engines without incorporating such features, you need look no further than cost. It’s a lot less expensive to manufacture a simple symmetrically dished piston that one with features raised above the timing edge. You might also keep that in mind while looking at the simple generic-style pistons offered by other aftermarket manufacturers as well.†Werkin Mini also provides performance-coating services through Cradin Industries for those who want something extra. The pistons below have a ceramic coating on the crown, PTFE on the skirts, and an oil-dispersant on the underside. Endyn has an in-house meticulous skirt coating service for a one-stop shop. Endyn recommends Total Seal rings for its pistons, as they are the flattest and most accurate ground rings available. Roller-Wave pistons and Total Seal rings for the MINI can be purchased from Werkin Mini; stock and oversize pistons $525 per set, rings $145.
Marc, reving to 8,000 rpm is safe provided there's enough fuel to support this and that your AFR is not too lean. As Keith stated, it's all about a system... with more air flow (Head and cam), you'll need more FUEL, and finally an exhaust system (proper sized header and exhaust) that does not restrict the air flow out of the system.
Of course... Randy thinks his is perfect and Don at Mini Mania doesn't really spend time in the pissing matches of the forums. I'd think that these are all evolving works as more and more things that work with the head are discovered, but what do I know! Matt