N14 SR20 Hillclimb car

Ve would be an expensive option though. Id have to pull the engine out and pull a freshly rebuilt bottom end apart. The ecu I have won't control the vvl so i either need to upgrade it or get window switches. I also think with a vvl head id struggle on some of the tighter hills to keep it on the 'high cam', this is an issue that the honda lads have. There is also no off the shelf manifold to bolt the itbs to a ve head so a custom one would be required which again isn't cheap.

The thing steering me from a ve really is that to do it properly I'd really need to build a new engine from scratch and I cant warret doing that having just built the current one.

The long term goal for this car is to move to C0 class and build a 2.2-2.4 engine. When I start that I will definately be looking at ve from the get go.

What I'm really swaying between for this engine is a high spec highport head or converting it to a 54c head. Will cost the same to get them to the same spec and there will likely be more to gain from a 54c but I'd have to risk fucking up a brand new block by drilling and tapping the bolt holes. Also means the block is pretty much useless for anything else in the future. Which is why I'm back considering a solid lifter converted highport, but then I'm using the most restrictive head!

Can't bloody win...
 
Why would you be drilling the block for a 54C head?
Once I get my head finished I may be selling up so I'll let you know.
 
Spook said:
Why would you be drilling the block for a 54C head?
Once I get my head finished I may be selling up so I'll let you know.
Click to expand...

Gtir have larger head studs so to mate to a regular 53j (???) Block you would need to have the block drilled and tapped. The dowels would need to be drilled out to suit the 54C also.

Sent from my SM-G900F using Tapatalk
 
Simples is a wee bit of and exageration. Not as if sleaves are an off the shelf option. It would be a damn site cheaper to modify the block.

It would be possible I suppose to bore out the head bolt holes in any other head to 12mm without to much dramas.

54c head with c6m's could be interesting!
 
Roller Rocker DE. 12.3:1 CR
'CatCams' 518s with 298/288 duration 11.6mm lift.
SR16VE Pistons
Eagle rods
ACL Race bearings
Mildly ported head with Ferrea titanium retainers / springs
ARP head studs
64mm throttle body ( Jenvey butterfly ) & port matched plenum with coolant bi-pass
Internally polished inlet manifold
Thermo inlet manifold & TB gaskets
HKS induction kit with race element
Fujitsubo VE header modified to fit DE
2.25" AAS mandrell catback
Decat
UR underdrive crank/water pully / alloy ALT pully.
NISMO AFPR
OE 259cc injectors @ 4.5 bar
NISTUNE ECU with 8200rpm rev cut. Tuned by Greg @ Protuner
 
What spec is your engine sunny cullen?

From what i can gather its a bone stock highport engine with ITB's and ebay header?

If thats right then id be very happy with that 200hp.

Remind me why you havent used that janspeed head and c3 cams though??
 
There are some rumors, you can use SR VE cams (16 or 20) on 54C head ,because both head are with solid lifters?
If yes, then you have almost a cheap 280 /288* solution .
 
Dale said:
What spec is your engine sunny cullen?

From what i can gather its a bone stock highport engine with ITB's and ebay header?

If thats right then id be very happy with that 200hp.

Remind me why you havent used that janspeed head and c3 cams though??
Click to expand...

4cw crank, eagle rods, 16ve pistons, cosworth bearings and head gasket, ve oil pump, fidanza flywheel, coil pack ignition from a crank trigger wheel, c3 cams with r/r followers. Rotating assembly was also all balanced. Yes it does have a scabby ebay header which is attached to 2.5" mandrel bent system.

I'm not using the janspeed head as it needs custom pistons or at least modified stock pistons. I don't want to fit it with a thicker h/g. I am trying to get someone to put it on a flow bench to see exactly how much better it is than a 54c if at all.
 
Ah right, so quite far from stock! Possibly another 10hp left to gain if you switch to a better header?

Would be very interesting to see flow numbers for the Janspeed head. It has some beautiful port work, but not sure its been ported to the maximum. As you have said, the highport head is the most restricrive of all, but a well ported highport supposedly can flow more than a 54C or equal a stock VE head.

But if you are looking to change the head, the VE head is the best option.
 
Dale said:
Ah right, so quite far from stock! Possibly another 10hp left to gain if you switch to a better header?

Would be very interesting to see flow numbers for the Janspeed head. It has some beautiful port work, but not sure its been ported to the maximum. As you have said, the highport head is the most restricrive of all, but a well ported highport supposedly can flow more than a 54C or equal a stock VE head.

But if you are looking to change the head, the VE head is the best option.
Click to expand...
Header is on the list but to be honest I'm struggling a bit with that. Not really sure what my best option is header wise? Availability doesnt seem to be that good. I see gspec do a header now but not sure if its any good? I also need to modify the exhaust so that I can mount the diffuser so rather than chopping up the one I have I think i'll get a new system built in 3" which should see an extra couple of bhp.

I have been in touch with cnc heads to flow test it because they have a pattern and figures for a flowed 54c head to compare. They can scan the janspeed head and copy the port work to a standard height head if it turns out that it flows better. When they scan it it goes in there catalogue and will be available for anyone with a highport head and a spare £900 or so.
 
An ASP budget header went recently, missed out there would have been perfect. Don't touch the ones GSpec sell they are just JMR. Check out TrackForged on Facebook, they are making some very good manifolds.
 
You must log in or register to reply here.
Back
Top Bottom