the intake side looks VERY beefy. im not sure on the exhaust, but im sure it can take some abuse. the intake side reminds me of the shaft design of the Hemi rockers. i like, i like alot me thinks

 

simple, effective, efficient, cheap.

 

oh god, just imagine... solenoid actuated valves, hcci, dod!

 

The day camless engines become a production reality will be the day Everything changes! Imagine, with the flip of a switch being able to go from 45mpg to 500hp! Or maybe both at the same time! That will be the day! Now with these heads... as long as we don't loose the weight and size advantages we enjoy with the LSx engines it'll be a great thing. Even if they are big and heavy, more airflow is NEVER a bad thing... remember, there are more than a few ways to achieve low-end torque (think variable valve timing )

 

what's with all the hate on this new engine?

remember the LT1? what did it have, 285 horsepower? shoot, that was back in '95. the mustangs were only making 265 horsepower in 2002! the LT1 was a heck of an engine for its day.

put yourself in the LT1 guys' positions years ago when news of the LS1 coming out was announced. what did the LT1 guys say? there was a ton of hate on the LS1. first off, the LT1 was 350 CID and the LS1 was 346 CID. that right away sparked hatred. the crowd had a bad feeling it would be a very small step forward, or maybe even a step backwards.

but the LS1 performed - even better than rated! and now, nearly 10 years down the road, the LSx series of engines is beloved. everyone on this site loves the LSx engines - just like people did the LT1 and LT4 years ago.

so why are we so afraid of this new engine? this could be the next LS1. this could be the beginning of a whole new breed of a beast - something that eats an LSx motor for breakfast just like an LSx motor eats an LT series motor.

don't be afraid of the future, guys. we can't keep hanging on to the LSx series forever. look at what's happening. the LSx series is finding it harder and harder to pass new emissions laws. and eek! we have FI 4 cylinders keeping up with us. in order to put them back in their place, we have to reach higher. the LSx is a great series of motors, but we CAN do better...and we WILL do better. hopefully, this motor will be the transitioning phase away from the LSx series - a transition to an even brighter future...and more power

 

Choco, i agree totaly!

Chris.

 

AMEN BROTHA, now are you gonna heal me or do i have to have that looked at?

 

Looking at the Design you might be able to get away with using the LS2 or L92 shortblock with this head and a new manifold (intake and exhaust).

I like the Direct Port Injection, tuners will need to remember to wait until the exhaust valve closes before injecting fuel though as to not waiste fuel

And this design reminds me of Arrow's 32 valve OHV heads for the old Gen I Small Blocks. Okay so Arrow angles the exhaust side pushrod and has 4 valves per cylinder but it is similar.

Small lift cam, 2 intake small to medium valves, 1 large exhaust valve, Displacement on Demand, and Variable Valve Timing (cam phaser).
Running a wide LSA of 117 to 119 wouldn't be that bad as the VVT would advance the cam on the low end (for torque) and retard on the high end (for hp).

I wonder if this motor will come E85 capable (Alternative Fuel) from the factory...

 

sweet, can't wait for these

 

i could be way off but perhaps the reason the torque # seems so low and the hp is up their is because it has a big bore but small stroke which would also explain the high rpm acheived to reach the max hp?

 

^I think some of the bore/stroke ratio gurus will disagree with your comment.