Thanks for the information and insight JakeJake Raby said:These cylinders, (when applied properly) allow doors to performance to be opened that most can't imagine. Having used more of these than anyone in the world (200 sets+) I can guarantee you that there is nothing anywhere close to these on the face of planet Earth.
I tested the second set of these ever made and have completed ALL the testing on the TI, TIV, 356, Pinzgauer and now the Boxster/996 cylinders. My Comany was LN's first customer, now a decade later Charles has utilized the feedback we have given him to revise the alloys of the cylinders, head studs and pistons used with them to create a set up that provides superior longevity and cool running with a reduction in friction that can't be attained in any other way. I recently finished a 105.07mm bored TIV engine using Nickies and the engine was able to be spun through it's strokes (without spark plugs) with only 18 inch pounds of effort exerted. That means less "motoring HP" loss and that nets more at the flywheel.
To date we have learned how to manipulate skirt clearances and ring gaps to a level that conventional cylinders can't conform to. Some of these include piston/cylinder clearances of less than .001 and rings gaps as tight as .0045 on bores as large as 107mm. Everyone that buys these cylinders benefits from the work that we have done, work that to date has cost LN well over 6 figures to complete.
These components are not typical VW parts. These were designed by Engineers and have been refined through a series of procedures that truly developed them. Yes they have a price tag, because they are proven and because they take the engine they are applied to, to the next level. they are also 100% MADE IN USA, in a corn field in the middle of Illinois.
I will warn that conventional wisdom with assembly and specifications can't be used optimally with these components. The only people who have a problem using these cylinders are those that treat them like they are cast iron, or people that aren't willing to alter their procedures and thinking to new ideas. Follow the directives set forth by LN and you'll have no problems at all.
I have a Turbo engine on my dyno now that is producing near 400 lb/ft of torque. It uses my DTM cooling system and Nickies, the highest CHT recorded by the data logger has been 312F at WOT. I will ONLY build a Turbo engine if it equipped with Nickies- what good is power potential if it can't be used due to thermal overloading?
keep in mind, I am not a drag racer, so none of my experience with these cylinders has been with drag race applications. We road race and are on track at 6,500-9K RPM for 45 minutes at a time with an 1800cc engine that makes 200HP.
All that said, the V2.0 Nickies are now fully tested for the TIV and developed specifically for boost. They are a culmination of a 911, TIV and 4 Cam Carrera cylinder that is designed to hold 45 PSI boost. A much less substantial Nickie has already held 3bar boost on a 3.8L 911 engine and has produced over 1,000 RWHP. If the demand were more for the TI I am sure Charles would make these for a TI engine as well.
We have also just finished testing of a 95mm Nickie that uses a Genuine Porsche ring pack coupled to a JE forged piston. This cylinder drops right into a standard 94mm bored case and cylinder head increasing performance capabilities without a loss of integrity or worries of overheating- We are applying these to an advanced offering of our www.simplehorsepower.com engine kit program as we speak.
Are they worth it?? well, the only 911 engine to use a cast iron cylinder was the 911T, that was a 110HP 6 cylinder engine- above 20HP per cylinder of output it was proven that heat soak occurred with cast iron cylinders. If you run your engine more than 1320' at a time consider Nickies.
Jake do you also get this with the boosted engines.Jake Raby said:I have one race engine that uses Nickies... we tear it down once a year to change the rod bolts and bearings.
It;s used the same piston rings since 2002 and the cylinders don't show ANY wear.