Cylinder Head Shop https://cylinderheadshop.com Race-tuning, re-engineering & development of motorcycle, car, boat and other cylinder heads; including valve design & manifold re-engineering Sun, 26 Mar 2023 17:29:36 +0000 en-GB hourly 1 https://wordpress.org/?v=6.2.4 40440473 Cylinder Head & Block Skimming & Resurfacing https://cylinderheadshop.com/cylinder-head-block-resurfacing/ https://cylinderheadshop.com/cylinder-head-block-resurfacing/#respond Mon, 20 Mar 2023 02:37:33 +0000 http://www.cylinderheadshop.co.uk/?p=3771

The Cylinder Head Shop uses a Comec RP 850 utilising CBN and diamond tooling to achieve a perfect finish on cast iron and aluminium heads for two and four-stroke petrol and diesel motors.

The RP 850 is a resurfacing machine for cylinder heads and blocks of motorcycles, cars and trucks, as well as any other flat surface, which require a high degree of finishing and accuracy.

All parts composing the machine, such as basement, table, column and head, are made of high quality cast iron which is widely well-framed offering high rigidity and sturdiness as a feature.

No movement means more accuracy. Precision skimmed heads and blocks lead to far better performance.

The table feed on the Comec 850 is operated by a ball screw drive with extreme precision, even at slow feed speeds. A frequency inverter controls the ball screw driving moto-reducer, offering a variable speed feed widely adjustable by potentiometer. We are able to produce excellence result every time.

See video below.

Specifications
Table travel
Max workpiece length
Max workpiece width
Max workpiece height
Min workpiece height
Segmented grinding wheel diameter
Variable head speed rotation
Variable table travel speed
Head motor
Table motor
Head rapid feed motor
Coolant pump motor
Dimensions (LxLxH)
1050 mm
895 mm
315 mm
545 mm
125 mm
315 mm
550 – 1450 rpm
130 – 1300 mm/min
2,2 kW
0.75 kW
0.18 kW
0.10 kW
1680 x 1100 x 1850 mm
Weight 1015 Kg

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IMPORTANT INFORMATION. https://cylinderheadshop.com/important-information/ Thu, 02 May 2019 15:20:29 +0000 http://cylinderheadshop.com/?p=5163 IMPORTANT: Please Note ‘WE HAVE MOVED’ Back To Lincolnshire.
THE (Original) Cylinder Head Shop.
Tel/Fax: 00 44 (0)1507 357194
Mobile: 00 44 (0)7810 273600.
E-mail:len@cylinderheadshop.com

THE PRICE LIST”S ON THIS WEBSITE ARE OUT OF DATE.
PLEASE CALL OR E-MAIL FOR PRICES-COSTINGS-QUOTES-ADVICE.
Please do NOT read something on this website & presume the information herein is the only option available, Presumption is the creator of misunderstandings, Do Not Presume !
My Terms & Conditions are very simple, I will supply a quote & if agreed a Priced work schedule & ‘Expected’ time frame will follow, Once work is completed you pay the agreed cost, by Cheque, Bank Transfer or good old fashioned cash. I will not do a ‘Make Do Job’, so please don’t ask. I pride myself in what I do & quite often do extra work without charge, There are only a few of us left who are working the Old School way & we are all as old as the parts we are working on, trying to keep them on the road & in 90% of the case, improving them beyond their new status.
Not To Be Confused with others in USA & around the world who are using my name. I established the Cylinder Head Shop in Broadway Court, Wimbledon, London, SW19. in 1993.

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Cylinder Head Shop Magic Outwits The Sorcerer https://cylinderheadshop.com/the-sorcerer/ Mon, 17 Sep 2012 08:34:18 +0000 http://cylinderheadshop.com/?p=4702 Sounding like a scene out of a future ‘Harry Potter goes Fast and Furious’ movie, the Cylinder Head Shop’s motor magic recently outwitted a Sorcerer … ‘The Sorcerer’, in the case, being the nickname of one of the world’s most legendary cylinder head tuners, and Knight of the Legion of Honour, Amédée Gordini of the Le Mans winning Renault Gordinis fame.

Gordini (1899 – 1979) was one of the 20th Century’s most legendary engine tuners and called the “Le Sorcier” for his ability to breath Grand Prix performance into regular engines.

A feat no one at the time believed possible.

The Cylinder Head Shop was entrusted by, it has to be said, a very skeptical client to work on a rare and valuable cylinder head. Not just ‘a’ Gordini Renault but one one of Gordini’s own T15S 2.3L race winning cars from the 1950s. This was the car in which Jean Behra & Robert Manzon led Le Mans for more than 8 hours, ahead of Stirling Moss’s C-type Jaguar, Ferrari 340s, DB2 Aston Martins and the über alles Mercedes 300Ls, until its brakes finally failed and Gordini pulled it despite the drivers desire to race on.

True blue to our colours, and keen to live up to the promise of being “able to improve any cylinder head”, we accepted the wizard challenge and laid on some of our own race winning voodoo. We did not just bringing the head back back to life but up to date too. The owner was spellbound.

Not only did we improve on Gordini’s work, the 1.5l engine performance was increased by a stonking 120 to 149 BHP and its 2.3l 6 cylinder engine from 154 to 195 BHP … the Cylinder Head Shop is not inhibited by other people’s disbelief either.

Gordini was an Italian born race driver and cylinder head specialist who started off as a mechanic for Maserati in his teen years. Growing in up Bologna, the heart of the Italian motor industry, at the age of eight he was captivated by automobiles when he saw his first motor race. He began working in a garage at the age of 11 and later joined a Fiat dealership in Bologna, apprenticing with Eduardo Weber who made his name as a famous carburettor manufacturer.

Moving to France in the mid 1920’s, he went on to establish a tuning business for Hispano-Suiza engines, joined Simca for whom he tuned engines for racing at the Bol d’Or and Le Mans 24 Hours before WWII and he earned his famous title. On tight circuits, his agile 1200cc and 1440cc vehicles often prove faster than the big 4.5-liter Ferraris and Talbots of the day. A heroic David up against the Goliaths defeated only by a lack of financial support rather than skill and genius. Un ingénieur et ingénieux.

Gordini become the first man to win a post-war event as soon as racing began again in September 1945, stretching and supercharging his engines to compete in the early F1 races. By the mid 1950’s, Renault had engaged him to help with their performance engines where he developed and tuned some of the most memorable French racing cars. He raced under a signature blue with two white stripes paint job, regularly beating lap records.

Gordini was recognised by France and appointed a ‘Chevalier de la Legion d’Honneur’ (Knight of the Legion of Honour). Many of his young engineers went on to play important roles in the Renault F1 programme. Having become synonymous with sport and speed, and a hero in France, he was buried in the Montmartre Cemetery along with the Free nations’s other notable citizens. (Read more, here).

To work on and improve such a historic and valuable cylinder head is an honour but not an unusual one for the Cylinder Head Shop. We have been entrusted with some of the rarest and most expensive cylinder heads in the world. Each of these cylinder heads has also given us the opportunity to learn from some the greatest engine designers in all of history. Experience that benefits other users of our services, regardless of the level of the work we do for them.

Client Roger Longland-Hart is keen to point out that increases in performance are not the only benefits of such work. By lightening the valve train, a new level of safety was introduced that would prohibit the valuable engine from destroying itself if it over-revved, and reduced wear on cam, cam fingers and other parts.

The head work also went a very long way to resolving a mid-range misfire and removing a dip in the torque making the vehicle much more driveable. All out power is not always the secret to wining races. Fitting valves with smaller stems, changing angles on the seats and further flowing raised the 2.3l engine from 195 BHP to a final figure of 203 BHP, engineering work being done by Oliver Penny based on CHS theory.

A vintage BMW head Cylinder Head Shop did for Longland-Hart, an engine copied in the 1948 Bristol 400, went from 38 BHP to 105 BHP. Bristol only made 85 BHP with theirs. A Connaught head built up from a new casting matched the best work by Westlake.

Now all we need to do is invent a time machine and go back and start winning some races against these giants to really make a stir … but all this technology can be equally applied to the most modern of vehicles.

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Worldwide Distributor for the G&S ‘V’ Range of Motorcycle Valves, now known as ‘Nucleus Sport’ https://cylinderheadshop.com/worldwide-distributor-for-v-range-of-motorcycle-valves/ https://cylinderheadshop.com/worldwide-distributor-for-v-range-of-motorcycle-valves/#comments Sat, 26 Mar 2011 20:14:36 +0000 http://cylinderheadshop.co.uk/?p=3920 The Cylinder Head Shop has been appointed the worldwide distributor for G&S ‘V’ range of motorcycle valves.

These are being marketed as ‘Nucleus Sport’ valves to compliment our range of hi-flow, hi-performance ‘Nucleus Sports Elite’ products.

A British product made from the highest quality British forged materials, in Britain

History in the Making

The production of Nucleus Sport motorcycle valves benefits from a combined experience of more than 100 years at the top end of motor sports and motorcycle industry. G&S Valves Ltd was founded in 1946 in Surrey, England and has been producing ranges of valves for competition engines, racing cars, as well as the British motor cycle industry, from the early 60s. During this time, they earned a reputation as a high quality engine valve manufacturer, supplying the likes of:

    Cosworth Racing Lotus
    Ford Competition Department
    F1 Teams
    Le Mans
    Indy Car
    The TT
    the World Super Sport 600 Class
    Club Level Championship Races, and
    the new breed of high powered racing engines that rev in excess of 17,000 rpm.

G&S have been CHS’s manufacturer of choice since 1976 producing our unique designs to the highest standards and have received approved supplier status from many of the major OEM and high performance manufacturers, such as Cosworth ‘Approved Supplier Scheme’ and Rolls Royce Motor Cars ‘Supplier Assessments’. Together, we have produced many victories for our demanding clients and restored many rare engines to a better than new finish.

Cylinder Head Shop is also G&S’s preferred supplier and manufacturer of valve guides for their valves and customers.

In 1980, G&S purchased its own forge, based in the West Midlands, allowing it to manufacture purpose made forgings and over the years. Due to the increasing complexity of some of the shapes required by its racing customers, G&S Valves then purchased a number of CNC lathes, grinders and CAD systems to produce these advanced designs.

Unlike most companies which outsource to Asia or elsewhere,
we now offer a complete product range of valve and guides
made from start to finish in
Great Britain.

G&S holds a comprehensive stock of high quality valve steel and can upset forgings from a vast range of die forms to produce suitably close limit forgings to suit most applications. They have the facilities to perform various types of heat treatments, bi-metal valves and hard stellite seat facing. The valves start their life as a plain steel rod which is then electrically upset to form a bunt, then forged into a close limit forging. After being forged the valve goes through a number of machining and grinding operations at the UK based factory.

Click to play, Nucleus valve production at the G&S forge.

Various treatments are available to enhance the life and performance of your valves. Whilst others manufacturers use Hard Chrome or Tufftride their valves, G&S uses ‘Diamond like Carbon’ and ‘Pulsed Plasma Nitriding’ treatments.

Diamond like Carbon

DLC a Plasma Assisted Chemical Vapour Deposition process which gives a hard layer of 4500 Hk over the complete valve of 3 – 5 microns in depth. The anti-friction qualities are greatly improved as the coefficient of friction (Al2O3) is 0.1 and the process is applied at a relativity low temperature of between 200-300 Deg. C, after the valve has been Plasma Nitrided. Plasma Nitriding gives the DLC coating enough strength to be able to withstand the high contact stresses, and increases in wear life.

Pulsed Plasma Nitriding

Valves for internal combustion engines must have high resistance to thermal stress caused by frequent temperature changes. They must remain ductile but acquire good anti-friction properties to reduce wear in the area of the valve guide. The valve seat must be able to resist the corrosive effects of hot exhaust gases from the engine.

Pulsed Plasma Nitriding improves the resistance to wear and the anti- friction qualities by increasing the surface hardness along the valve stem, while retaining the inherent corrosion resistance of the material at the valve seat. Pulsed Plasma Nitriding allows high temperature metallurgical reactions to occur at low work surface temperatures, plasma is produced by applying high voltage through a low pressure gas (a mixture of hydrogen and nitrogen) causing it to ionise, using this high energy (but thermally low temperature), plasma will diffuse nitrogen into the surface of the valve.

Stellite Valve Facing

A stellite 6 deposit is placed on the exhaust valve seat face enhancing the seat hardness to a Rockwell’C’ of between 38 to 42 HRc which enables it to be used with unleaded fuel or highly stressed engines e.g.: turbo-ed, supercharged or engines that are generally hard on valve seats.

A Real Steel

Standard material for motorcycle valves is EN52, a steel first introduced over 70 – 75 years ago. Cylinder Head Shop’s designs use 214N, a new austenitic stainless steel which retains its hardness even up to temperatures of 800 Deg. C and possesses excellent rupture strength under high temperature conditions, combined with good creep and impact values. The high chromium content of 214N gives good scaling resistance and has greater corrosion resistance against Chlorine attack.

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Len Paterson on 60s Heritage https://cylinderheadshop.com/len-paterson-on-rocker-heritage/ https://cylinderheadshop.com/len-paterson-on-rocker-heritage/#respond Sun, 13 Mar 2011 18:42:33 +0000 http://cylinderheadshop.com/?p=4128 Cylinder Head Shop supremo Len Paterson, founder of the Rocker Reunion movement in the UK which has since spread worldwide, was recently featured on BBC TV discussing the 60s, with world famous singer Lulu and designer Zandra Rhodes.

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Triumph Twin Head Repair https://cylinderheadshop.com/triumph-twin-head-repair/ https://cylinderheadshop.com/triumph-twin-head-repair/#respond Mon, 07 Jun 2010 18:57:22 +0000 http://www.cylinderheadshop.co.uk/w/?p=3554 A recent article about the repair of a classic Triumph Twin cylinder head, here.

Triumph 8 stud heads have always had a reputation for cracking due to their method of production. The heads had cone shaped cast in seats which meant they did not fall out but that they caused this cracking.

The Cylinder Head Shop has worked to develop a fix for this and is experienced in fixing all level of damage to a ‘better than new’ level. See article for more details.

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Tuning for Speed https://cylinderheadshop.com/tuning-for-speed/ https://cylinderheadshop.com/tuning-for-speed/#respond Mon, 07 Jun 2010 18:42:13 +0000 http://www.cylinderheadshop.co.uk/w/?p=3547 Philip Edward Irving OBE, C.Eng., M.I.Mech.E., M.S.A.E., (1903–1992) was an Australian engineer and author, most famous for the classic engine performance guide, ‘Tuning for Speed’.

Tuning for Speed should be on the top 10 list of just about everyone’s motorcycle classic book list and has been called “one of the best books ever written on the improvement of motorcycle engines”.

Phil Irving was a brilliant designer and engineer, but he also had a wonderful ability for communicating this knowledge to others. Among his many credits are his contributions as Chief Engineer for one of the most desired classic motorcycles of all time, the pre-World War II Vincent-H.R.D. models. He also designed the Velocette adjustable rear suspension system and the stressed steel frame, the basic design of which is still used in motorcycles today, and he has written several books on the design and tuning of engines.

Tuning for Speed is “how to” manual for those engines, carburetors and drive trains of old, but the theory and engineering is as sound as ever. It is few of long-lost tricks and techniques that can be applied to today’s power plants. Irving’s explanations of how things work are like a short course in mechanical engineering.

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Micro Camera Inside a Working Cylinder Head https://cylinderheadshop.com/camera-inside-cylinder-head/ https://cylinderheadshop.com/camera-inside-cylinder-head/#respond Sun, 06 Jun 2010 23:10:53 +0000 http://www.cylinderheadshop.co.uk/w/?p=3139 https://cylinderheadshop.com/camera-inside-cylinder-head/feed/ 0 3139 Serdi Race Shops https://cylinderheadshop.com/serdi-race-shops/ https://cylinderheadshop.com/serdi-race-shops/#respond Sun, 06 Jun 2010 16:08:29 +0000 http://www.cylinderheadshop.co.uk/w/?p=3196
High Performance Engineers Using Serdi Equipment

Vance & Hines – California, USA
Carl’s Speed Shop – California, USA
Renault Sport – France
Alpina Tuning – Germany
Amg Motorenbau – Germany
Bmw Motorsport – Germany
Alfa Romeo Corse – Italy
Cagiva – Italy
Ducati – Italy
Ferrari F1 – Italy
Fiat Alfa Rome – Italy
Lamborghini Fi – Italy
Moto Guzzi Motors – Italy
Moto Laverda – Italy

Some 0.E.M. and Production Manufacturers

BMW ag – Germany
Caterpillar – Worldwide
Cummins – Worldwide
DAF – Netherlands
Ford – Worldwide
Mercedes Benz – Worldwide
Porsche ag – Germany

Serdi S5.0 Users

Ford – Detroit, USA
Cummins – Toronto, Canada
Uniboring – Detroit, USA
Price Engineering – Detroit, USA
Joseph Brothers – Sydney, Australia
Gem Engines – Sydney, Australia
HM Engines – Melbourne, Australia
Muste – Netherlands
Ausma – Netherlands
Allumaarse Motorenrevisle – Netherlands
Schmitz & Krieger – Cologne, Germany
Cylinder Head Shop – Surrey, UK

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Rolling Roads in the UK https://cylinderheadshop.com/rolling-roads-in-the-uk/ https://cylinderheadshop.com/rolling-roads-in-the-uk/#respond Sun, 06 Jun 2010 15:53:06 +0000 http://www.cylinderheadshop.co.uk/w/?p=3190 Carb Settings and rolling roads, how to set your head up properly.

After having your head re-worked to high quality, close tolerances, setting up your head requires expert help re-jetting the carbs. This will add to its performance, clean running, emissions level and longevity. Injection systems also require re-calibration, but this is not quite as critical.

We recommend that you use a rolling road with gas analysis equipment. In general, you will need to reduce the needle jet by one size and slide by half a size but each vehicle requires individual attention to get the best. There is a danger that if carburation is too rich, “petrol wash” will cause the oil in the engine to wash away, causing premature wear to the bores, guides and valves, significantly reducing the life of these parts.

National motorcycle specialists include:

Black Mountain

Coopers Motorcycles

D & K Motorcycles

H.M.Racing, Edenbridge

Hyper-Formance

Motrack Racing

P.D.Q.

Phoenix Motorcycle

Rhino Dyno

Red Line

R.G.S. Motorsport

Road & Track Dyno

Sussex Rolling Road

Stan Stevens

Stoppies

Straightline Racing

TAG Racing

TTS Performance

V & M

01873 811776

0181 570 9046

01782 867738

01732 869920

01452 380883

0151 357 1062

01628 667644

01474 879331

0181 665 0488

01206 84226

01933 441457

01296 424248

01903 531750

01474 879331

01702 613144

01553 811855

01233 820601

01327 858212

0161 654 0011

National automobile specialists include:

Deltic Performance

Janspeed Motorsport

01953 884999

01722 321833

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