In order to serve our clients better, we are changing our #1 form of direct communication to our new ticketing system thru the website! This is very easy to use and is similar to normal e-mail, however it gives us the opportunity to better organize the flow of information between us and our clients.
Traditional E-Mail will be phased out and we will no longer be utilizing it in the near future.
LIVE CHAT – see the bottom of your browser window (only shows when agents are available)
You can access our system as a guest, but registered and logged in users get additional benefits:
Flat 6 Innovations offers turnkey complete upgraded engines for all six cylinder Porsche sports cars. We also offer preventative maintenance services, like IMS Solution retrofits. We also offer in-depth internal engine repairs.
Yes, we prefer to receive full vehicles, extract the engine, and then reinstall it, then test it to perfection, following with a dyno session.
Yes, we have programs to support engines only. These are normally reserved for international purchasers, or those far, far away.
Yes, vehicles are stored indoors at all times.
If you opt for as Stocker, or Stage 1, the car may only be here for 3 weeks, if the engine that you ordered is in stock. Vehicles to be fitted with Stage II, Stage II Plus, or Stage III engines will remain on- site for 3.5 months.
No, Flat 6 Innovations does not sell any individual components. All we have to sell are our engine packages, which are damn good.
This is dependent upon the time of year the engine is ordered. We work to keep our “Stocker” engines, and some Stage 1 engines in stock for immediate delivery. Stage II, Stage II Plus, and Stage III Engines can take up to 1 year to complete, due to backlog, and the time required to create them.
No, we are not a one- stop shop. We don’t believe anyone that works with engines at our level should be. 100% of our focus is dedicated to internal engine endeavors, development, and building the best engine possible.
No, 100% of our machine shop capability is dedicated to our engine program.
No. While we do offer technical consultations, and even online, and hands- on classes, these are not offered for free. Any technical consultation charges are refunded in, full if a paying customer for technical consultation buys an engine from our company. This does not include class attendees.
Yes, with some conditions. We are a small, dedicated facility, and we don’t have time for tours unless someone is genuinely interested in purchasing one of our engines. Ultimately its best if a visitor is ready to make a commitment to purchase our engine during their visit. We welcome tours by those who have their engines in process here, and we can schedule these tours months in advance.
General Technical Q&A
Generally head temps are desirable below 365°F. I like heads to run 265°F-365°F as a norm. 375°F -395°F is getting warm, with 405°F being too hot for any sustained period of time. Oil temps should run 180°F-220°F, as an optimum. 225°F-235°F is warm and 235°F+ is hot and should see some attention.
Under the spark plug of at least one cylinder! I have just completed testing and found that the stock position for the EFI sensor (found on TIV engines) can be up to 180°F degrees LOW for a cylinder head temp gauge. This was not its purpose from the factory.
Gearing and ambient temps play a key role in the oil cooling of the engine. Higher revs make for more friction and the oil must work hard to absorb that heat and then dissipate it. Gearing that does not match a Type IV engines powerband is the #1 cause for overheated oil.
Head temperatures are directly related to load. An increased load and decreased RPM result in higher head temps, as the engine is creating heat but it cannot be cooled, due to low fan RPM. Too high of gearing can cause death to head temperatures, especially in high demand applications. The other key factor to engine temps is tuning, an out of tune engine, gets hot fast…Invest in dynamometer tuning, its like gold!
DTM Cooling Systems
The DTM is the easiest and fastest way to convert your engine in the world! There is no kit that provides the cooling that the DTM does and is as user friendly. I have been using DTMs for years and have become totally infatuated with its ease of installation compared to every other kit on the market.
No it does not incorporate a thermostat. We have found that in the winter months simply swapping to an earlier type of cooling fan (say from a 13-1500cc engine) will provide excellent warm up, even in cold climates. The addition of an oil thermostat is a plus, but is not needed.
It is VERY, VERY rare to ever need to cut a vehicle for an install of a DTM.
It doesn’t matter, all Type IV engines are strong, and great for conversion. I personally prefer a 1.8L core engine.
If you have ANY VW Type I / Type II gearbox or Porsche 901/915 gearbox, we can set you up with a no guesswork interchange. The Type IV slides right in. See our fitting pages for more details for your application.
Any Type IV cylinder head, of any year or engine size, from 1.7-2.0 and even the 2.0 Porsche original heads. It will also work with Scat SplitPort heads, and a few of the aftermarket heads that are on the market.
The DTM will fit any engine with an open breather chimney. This includes any W,CB,CD,EA,EC,ED,GA,GC,GD, and GE cases. Basically any 1700-200CC engine. In other words unless your engine came from any vehicle other than a ’80-’83 Vanagon, our shroud will bolt right on- Easily. It will no fit the CV cased Vanagon engines without serious modifications.
DTM Cooling Systems – ct’d
No, almost all the 911 arrangements require machining of the case, but the DTM does not. The DTM requires that 3 holes be drilled, and then the shroud slides right on and bolts down like a charm!
No worries, the shroud easily accommodates a 0.250″ shim per suide of the engine, and can be made to do more. I have used up to a 0.455″ shim on a long rodded 2.8L engine with slight mods to the shroud
We have found that Weber IDF and Dellorto DRLA series carbs give the best tuning and bang for the buck. The shroud is easy to use with these and everything clears easily. Some customers have used Kadron carburetors but we have had poor luck with these on conversion engines.
I prefer hex bar linkage from www.cbperformance.com when working with Webers and Dellortos. We are currently designing our own custom bellcrank linkage to work specifically with a DTM. We will also be carrying the CB linkage kits at a later date.
Yes, the shroud will work with either an alternator or generator. The shroud was designed and fitted with an AL-82X alternator, and that’s what we mock them up on with here at the shop, on our test fit engine. The AL-82X is what we recommend, because it is the best available today, and the simplest to wire up. We offer these in our Stage IV and deluxe kits. If you have a generator, you may need a small shim between the alternator stand and the Generator to correct belt geometry.
Any 1971+ Bug “doghouse” cooling fan, alternator and backing plate assembly from a VW Type 1 engine. Basically all the parts including the generator pulley and strap.
ABSOLUTELY NOT! I think this is a very strong benefit of the DTM. Many alternators are hard to change, or take an hour to remove. With the design of the DTM remove 6 bolts and the entire assembly is out in less than 5 minutes in a beetle!
27 pounds is the difference between a DTM converted engine and a stock 1600cc Type I engine. If your Type I engine is built on one of the “NEW” cast aluminum cases, then your engine case is HEAVIER than a Type IV and ½ as strong!
This is the only battle that we are still fighting, but we have it solved. Currently www.ahnendorp.com has the best system for a conversion engine, IF YOU ARE WORRIED ABOUT COST!. If you want the ultimate, see www.tangerineracing.com for the ultimate “Superheader”. Exhaust on the Type IV engine is of utmost importance, and cannot be overlooked.
Yes, just see our dyno data on this site. We spent over $500.00 in fuel testing our shroud and over 60,000 gallons of water passed through our dyno. When we say “Dyno Proven” We mean it! Our system cooled 75°F degrees BETTER than the best 911 system we tested in a back to back session. To put it simply, the shroud is unparalleled!
There are a lot of variables with engines and the heat they produce. I can say that I have used DTM shrouds on engines above 2600 ccs with great results. The design of the engine is very important (that doesn’t mean just set your CR Low!!) and some engines will overheat in Anarctica, no matter how they are cooled. Our test engine was a 2270cc, 160BHP engine with a static Compression ratio of 9.5:1. The engine ran extremely cool (see our dyno pages for raw data)and basically could would not attempt to over-heat till we doubled the load and RPM of the tests(that’s in a 160 degree dyno cell). No other system would do this, Not even a 911 system. Basically if your engine is designed correctly, size does not matter, the DTM will cool it. We do discourage the use of huge 103+mm cylinders, simply because they are not needed to make a powerful engine, and they drastically reduce the longevity of the longest living aircooled 4 cylinder engine available.
Once again, not unless you have a misconfigured engine. Even though the temps are high in the desert, the humidity is low. Look at our dyno results and you will see that our low humidity and high temps barely affected head temperatures. I have sold engines with DTM shrouds as far away as Singapore, and not even that engine ran hot!
For Flat 6 Innovations inquiries please create a ticket in an appropriate category.
For Raby Aircooled Technology inquiries please open a ticket in the “R. A. T. Contact and Support” Category.