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This profile was last updated on 12/19/10  and contains information from public web pages.
 
Background

Employment History

  • Owner
    VMax Motorsports
  • World Products
13 Total References
Web References
Additional breathing enhancements are ...
www.vetteweb.com, 19 Dec 2010 [cached]
Additional breathing enhancements are derived from the original 5.3-liter cylinder heads, which were pocket ported by Pete Incaudo of VMax Motorsports. Owing to the budget constraints of the project, Incaudo elected to do a mild port clean-up and precision valve job rather than a full CNC port modification.
Pete Incaudo of VMax ...
www.vetteweb.com [cached]
Pete Incaudo of VMax Motorsports works with the pre-production castings, hand-porting and -polishing the short-side radius and intake-runner entry. The intent is not to enlarge the port volume but simply to enhance flow through the intake.Pete Incaudo of VMax Motorsports works with the pre-production castings, hand-porting and -polishing the short-side radius and intake-runner entry.The intent is not to enlarge the port volume but simply to enhance flow through the intake.Incaudo also angle-mills the castings to achieve a 62cc combustion chamber that yields an 11:1 compression ratio. The chamber itself is left untouched, with only minor porting and polishing performed in the bowl area. According to Incaudo, the goal is to smooth the casting lines in the bowl. "[This] helps airflow and ensures that port velocity remains high. Tons of R&D went into the World bowl configuration, and the delicate balance of flow versus velocity is right on target for street applications."Incaudo also angle-mills the castings to achieve a 62cc combustion chamber that yields an 11:1 compression ratio.The chamber itself is left untouched, with only minor porting and polishing performed in the bowl area.According to Incaudo, the goal is to smooth the casting lines in the bowl."[This] helps airflow and ensures that port velocity remains high.Tons of R&D went into the World bowl configuration, and the delicate balance of flow versus velocity is right on target for street applications."As on the intake side, the exhaust port receives minor work on its short-side radius and floor. Note how the area around the valve guide has been modified to remove the casting lines from the pre-production unit. "There is an abundance of material left over for porters to further increase flow," says Incaudo.As on the intake side, the exhaust port receives minor work on its short-side radius and floor.Note how the area around the valve guide has been modified to remove the casting lines from the pre-production unit."There is an abundance of material left over for porters to further increase flow," says Incaudo.
The World heads are set up for 2.08-inch intake and 1.60-inch exhaust valves. Incaudo worked with Racing Engine Valves (REV), which developed a set of its Stainless Race units specifically for the application. These came with 45 degree seats, and Incaudo put a 30-degree back-angle cut on them to assist in low-lift flow.The World heads are set up for 2.08-inch intake and 1.60-inch exhaust valves.Incaudo worked with Racing Engine Valves (REV), which developed a set of its Stainless Race units specifically for the application.These came with 45 degree seats, and Incaudo put a 30-degree back-angle cut on them to assist in low-lift flow.Since the intended cam exceeded 0.600-inch lift, Incaudo utilized REV's new Vanadi-Coil Xtreme Endurance Dual Valve Springs, which have an OD of 1.340-inch and are rated to 0.650-inch lift. REV seat locators and titanium retainers are also employed.Since the intended cam exceeded 0.600-inch lift, Incaudo utilized REV's new Vanadi-Coil Xtreme Endurance Dual Valve Springs, which have an OD of 1.340-inch and are rated to 0.650-inch lift.REV seat locators and titanium retainers are also employed.Incaudo sets the dual springs up for 135 pounds on the seat and 390 pounds of open pressure. The titanium retainers and lightweight springs should allow high-rpm operation while preventing valve float.Incaudo sets the dual springs up for 135 pounds on the seat and 390 pounds of open pressure.
Pete Incaudo, owner of ...
www.corvettefever.com, 2 April 2010 [cached]
Pete Incaudo, owner of VMax Motorsports, worked on the development side for the LS1X World Warhawk heads, so that made our cylinder head choice a little easier.
...
Pete also had to angle mill these stock castings to arrive at an optimum 62cc combustion chamber that yielded a 10.5:1- 11:1 compression ratio, which is fine for the street. The combustion chamber in these heads is fully CNC machined. On the exhaust side, Pete hand ported and polished the short side radius and intake runner entry to enhance flow through the intake without enlarging the port volume. On the intake side, the port received minor work on the short side radius and floor with enough material removed to eliminate the casting lines. As Pete was working on the heads and checking for pushrod clearance issues, he found that there was interference with the casting. He then had to hand grind the pushrod opening and unfortunately, since the casting was too thin in that area, to get enough clearance he broke through all the intake port walls.
Pete Incaudo, owner of ...
www.corvettefever.com, 12 Aug 2009 [cached]
Pete Incaudo, owner of VMax Motorsports has been working with World Products for quite some time and knows their product line well. As we mentioned last month, Pete worked on the development side for the LS1X World Warhawk heads. While Pete is one of the best cylinder head guys in the country, he also knows engine air flow like nobody's business.
2000 Chevrolet Corvette Throttle Body Install The ported inside of the VMAX modified LS1 throttle body. Notice the shaved down throttle shaft.
With over 40 years of airflow experience, Pete has also developed his own VMax Motorsports ported throttle bodies.
"According to GM, the LS2 ...
www.vetteweb.com, 30 April 2008 [cached]
"According to GM, the LS2 manifold has a marginal increase in plenum volume over the LS6 and [has] similar runner shapes optimized for the 6.0L engine," says Pete Incaudo of VMax Motorsports.
...
"The LS2 and LS7 manifolds utilize a more traditional plastic-injected-molding process that produces three different intake-manifold sections, which are then fitted together and vibration welded around the edges," says Incaudo.
Vibration welding, sometimes referred to as "sonic welding," involves melting the composite together after vibrating the materials to produce enough friction for a weld.Although the new manifold material looks similar to that used in an LS1 or LS6 unit, it's actually Nylon 6, a glass-filled polymer that is better suited to the vibration-welding process.
"After conducting numerous tests on our Superflow 600 flow bench to benchmark the LS6, LS2, and aftermarket manifolds, it was determined that the one fatal flaw of the LS2 design was that it allowed a minuscule amount of air to leak internally past the welds," says Incaudo."As the combined head- and intake-flow requirements increased on modified engines, the problem was amplified, especially in the upper rpm range."
While it might be tempting to simply seal all of the leaking welds, welding the seams for a leak-free fit is actually quite difficult.Furthermore, the potential for failure when modifying the manifold using polymer-based adhesives is unacceptably high."Rather than 'repair' the manifold, we developed a porting program that will flow more air, thus raising the power potential to levels typically seen only on high-dollar aftermarket intakes," says Incaudo.
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