SCAT SPLIT PORT HEAD Type4

coxcarrera · Post by **coxcarrera** » Sat Aug 05, 2006 4:00 pm

Hi ,

Can one use this kind of cylinder head " Scat SPLI PORT HEAD " for engine 914 2L or engine type4 but for a daily driver use with the use of a Porsche cooling ??

thank

tuna · Post by **tuna** » Sat Aug 05, 2006 4:13 pm

Many moons ago Jake Raby shared with us his experience with those Scat heads. The short version? Try something else. They are a strictly racing head.

If you look at the heads, you'll notice they feature very minimal fin surface area. That means that the heads won't cool any where near as well as the stock heads. They also require that you make your own custom hybrid pushrod tubes, one end is Type 1 (for the head), the other end Type 4 (to go into the crankcase).

Leave the SplitPorts for the drag racers....

Tuna

P.S. You might want to do some reading on the results Jake found on the Porsche cooling. It's not as good as you think. IMHO, if you want maximum cooling for a Type 4, get a DTM.

MASSIVE TYPE IV · Post by **MASSIVE TYPE IV** » Sat Aug 05, 2006 7:22 pm

They have their issues, especially on assembly- mostly because they are really a TI head that has the capability of being bolted to a TIV. Many things need work, mods and tweeking and if you think Scat will support the product you are dead wrong! Those guys would not know a TIV if it fell out of the sky and crushed their Grandma!

coxcarrera · Post by **coxcarrera** » Sun Aug 06, 2006 2:59 am

At SCAT there is the cylinder head in version for type4 “94mm 48*40 and 103mm 50*40” I notice in these cylinder heads SCAT that there ya much more larger matter and wings but fewer than a cylinder head 2l GB or CU type4 but the advantage it is that one ets into large valves on cylinder head SCAT whereas a pair of cylinder head origin one weakens much by increasing the conduits and to put large valves of them!
If I as many compare a cylinder head SPLIT SCAT with Street eliminator for a type1 it there wings and some in France uses the eliminator and rolls the every day with a rather low compression ratio but il use a cooling PORSCHE !

thank you for your answer

Scat Split Port Head Kit 94mm T-4 Scat Split Port Head Kit 94mm T-4

Quantity in Basket: none
For Type 4 94mm cylinders
Basic Kit includes:
•4 Cylinder Heads with 48mm Intake/40mm Exhaust seats installed with guides
NOTE: Guides are installed only if heads are ordered ported & polished
•.687" rocker shafts for use with Scat roller rockers
•4 Rocker Boxes with the appropriate rocker shafts (.687" or 707"),
adjusting shims, shaft retaining screws, nut and o-rings
•4 cast aluminum Rocker Box Covers
•A complete installation hardware kit

Scat Split Port Head Kit 103mm T-4 Scat Split Port Head Kit 103mm T-4

Quantity in Basket: none
For Type 4 103mm cylinders
Basic Kit includes:
•4 Cylinder Heads with 50mm Intake/40mm Exhaust seats installed with guides
NOTE: Guides are installed only if heads are ordered ported & polished
•.687" rocker shafts for use with Scat roller rockers
•4 Rocker Boxes with the appropriate rocker shafts (.687" or 707"),
adjusting shims, shaft retaining screws, nut and o-rings
•4 cast aluminum Rocker Box Covers
•A complete installation hardware kit

70dragbug · Post by **70dragbug** » Sun Aug 06, 2006 5:06 am

There has been quite a few people that have tried the split ports.Not many of them kept them due to cooling issues and rocker arm issues, or couldn´t get them to seal properly (turbo use).Not to mention that you need to fab a fanshroud that would fit properly.Most of those people went back to a 914 head or Engine Plus heads or Remmele heads.Furthermore Scat hasn´t made any improvements on the head and doesn´t seem to really care about it.Too bad,they´re missing a good market that is yearning for alternatives

MASSIVE TYPE IV · Post by **MASSIVE TYPE IV** » Sun Aug 06, 2006 7:54 am

As I stated...
There is only one split port head casting for TI and TIV..

The TIV version has proper bolt spacing and bore size, but it merely bolts on and was never designed for the TIV..

You have problems with pushrod yubes, rocker arms and about every other aspect of assembly relating to the heads.

The Engineer that designed the rocker arm arrangement needs his ass beat...

Of all the parts I have worked with I have to say these heads were the biggest disappointment I experienced with any part...

BTW- Scat won't tell you that .320 has to be taken off the top fin of the head (totally removing it) to allow it to be used with any standard TIV cylinder!

BTW- coupling Porsche cooling to these heads is a double negative. I have supplied a DTM to a rally racer that used these heads and it dropped his head temps near 80 degrees as a bolt on and decrease the temperature differentials between all 4 cylinders from 75 degrees to 15 degrees at max... The heads lack surface area and the fins thay do have are short and very fat and positioned far from the exhaust ports. They lack cooling capability and were obviously designed for 1320' wonders.

tuna · Post by **tuna** » Sun Aug 06, 2006 10:54 am

If you have the machine skills and are aware of what others have found with those heads, go for it. We'd like to hear how the heads work for you. The track record for these heads isn't promising, especially for a street engine, but if you think you can make it work, I say try it.

By the way, what are you building? A true daily driver, a car that you drive in traffic and on the highway? I'd really think about the large valves in a driver. 48x38 is huge, but can a 2.0 flow that much to take advantage of those valves? Those heavy valves will also require a lot of spring to control.

I'd look at the big picture and see how everything works in combination. It would be cool to show off a Porsche fan equipped Type 4 with Scat SplitPort heads to your VW buddies, but otherwise will it accomplish what you want to do?

I'm in the process of building a 2056cc Type 4 for my Bug. It's going to be a driver type of engine, and I'm using 42x36 valves in 1.8 heads. For my budget and driving style, the anticipated 120-130hp will be fine. (It'll upset the local kids with the 1776/1835/1914s.)

Let us know how it works out. I'm curious to hear how the heads work for you.

Tuna

Post by **Piledriver** » Sun Aug 06, 2006 6:24 pm

About the time I spoke to Joe Lociero for the first time, I was also pricing out a set of T4 scat split ports, as they seemd the "ultimate" heads...
(was going to build the "ultimate" ACVW motor for my `69 etc...)

Make sure you fully understand ALL the costs involved with these.
(custom valve covers, intakes, rockers...everything, all from SCAT, and at least back then,
it took a while to figure out exactly WHAT you needed to buy---All parts of those heads are al la carte)

When I fully priced out a set, I got my first real price check in ACVW land.

Until Jake starts shipping his full boogie billet heads, the German Engine Plus ones are king, and happen to cool properly,
AND more or less bolt on, AND use a T1 exhaust setup, use stock T4 or aftermarket rockers, _and_ probably even flow better.
(And probably cost 1/3 less than the SCATS, all required parts included)

Oh, and you can actually BUY them. The SCATS are available only sporadically every few years, unless you score a used set.

Wally · Post by **Wally** » Mon Aug 07, 2006 12:27 am

coxcarrera wrote:Hi ,

Can one use this kind of cylinder head " Scat SPLI PORT HEAD " for engine 914 2L or engine type4 but for a daily driver use with the use of a Porsche cooling ??

thank

Obviously you can:

Its a 103x71 with DTA EFI and has been build by a very experienced engine builder. He has one of the fastest N/A type 4 dragracers in europe:
www.hotrod.nl

Are you from France, Cox?

Best regards,
Walter

Steve Arndt · Post by **Steve Arndt** » Mon Aug 07, 2006 1:04 pm

Now those are short intake runners!

MASSIVE TYPE IV · Post by **MASSIVE TYPE IV** » Mon Aug 07, 2006 1:24 pm

These are short!! The minimum allowed by SCCA

The split port heads have really long intake ports, almost 2" long!!

Steve Arndt · Post by **Steve Arndt** » Mon Aug 07, 2006 4:13 pm

no they aren't, look at the total runner length!
The pic Walter posted has the throttle blades right at the top of the flange like a Berg T1 system. They look to be about 3" shorter vs. your pics.

Post by **Piledriver** » Mon Aug 07, 2006 5:23 pm

Steve Arndt wrote:no they aren't, look at the total runner length!
The pic Walter posted has the throttle blades right at the top of the flange like a Berg T1 system. They look to be about 3" shorter vs. your pics.

Jake said "SCCA legal" (E/F-Prod?) min. runner length.

Is the pic Wally posted of an SCCA legal motor?

Methinks... not bloody likely.

Lets just kill this whole thread:

Someone just made 305HP NA with a 2.9 T4 and engineplus heads.
If you think you can make more power with spitports, knock yourself out.

MASSIVE TYPE IV · Post by **MASSIVE TYPE IV** » Mon Aug 07, 2006 6:01 pm

I honestly didn't notice how short those damn T/Bs were!!!

tuna · Post by **tuna** » Mon Aug 07, 2006 6:28 pm

They look like a style of IDA throttle body that TWM Induction offers. I've always wanted to use one of those on a Type 3 with a T4 conversion.

Tuna

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