Thread: vvl head on det block

Can i jump on this thread instead of making a new one?

I'm currently building a VVL + T in the UK. The UKDM DE engine is 10.5:1 so with a VVL head it'll be 11.3:1. A little high.

What is the standard VE headgasket thickness and what will the CR be if i get a 1.8mm MLS head gasket?

You had better check for valve clearance with those 10.1 pistons.

I know the valve clearance is fine. Even with a normal VE gasket the DE+VE engine combo was running fine sans turbo. It's a 1.6 VE head with 20VE cams. Oh and they are 10.5:1 pistons in the UKDE like i stated.

I still don't understand why people feel anything over 10:1 CR is bad for forced induction.

You see time and time again, Honda owners with AP1's and AP2's (both US/JDM Spec) running 3076r's on STOCK motors, churning out 400rwhp with no issues. It's all in the tune.

Adding this for the sake of the comment:
FWIW, Both the F20C and F22C1 are at LEAST 11.0:1 CR.

Cheers Cliff. Plus in the UK we have 99ron petrol and some fantastic tuners. I'll be using nistune i think for this build. The car currently has a full 10.5:1 DE turbo with SR3 cams and that's been round the nurburgring so definitely no issues there.

I just wanted an answer on the new compression ratio with a 10.5:1 De pistoned bottom, a SR16VE head (20VE cams) and either a 1.8mm or 2mm which i think i'm now getting, gasket.

Or a formula to work it out myself. I just don't know how at the moment.

No doubt .....I have seen this on many S2000's and NSX's

What are peoples thoughts on getting double valve springs for the VE head. Pointless for low boost or necessary to avoid any valve float?

ummmm VE's come with double valve springs. Try the search button next time.

Sorry i meant uprated ones.

at that compression ration...i would upgrade the valve springs. dont want a slight chance of those valves floating.