Thread: Time to dispel some of the crap

What Kelford did to my VE head was pretty much exactly what DDSC has been talking about. Clean up combustion chamber, short turn reshape etc.

The engine's gone to a new home now & I'm out of the game. Definitely think intake manifold was the next area to put some serious thought into.

Did u make any more power after the work was done clint?

It ended up at 216.3whp measured on the USA SAE method. Power fell off over 7,300rpm & I think the std intake was a big reason for that, especially as it was spaced out by phenolic spacers. I'm pretty sure we had the headers & exhaust sorted enough to take that out of the equation.

I was just about to get a custom intake made up, had sent a std intake to the gent in Australia & had purchased a N1 throttle body 'n all but then I decided it was time to call it quits. The car is now running an Avenir SR20DET and it cost about as much to do as getting the intake made + is quiet & streetable.

I've sold the engine to a guy who is going to put it in a RWD old school Datsun 1600 track car which should go pretty hard.

For the person who asked about cost... if Kelford hadn't sponsored me it would have been about $2,100USD for the headwork not including uprated springs. It was the first VE head they had really had a chance to play with though so it may be a lot less now that they've done all the initial flowing & measuring.

Good to hear that you made more power.

Here are the final figures

This was on an 86mm bore, with a bigger bore a lot more flow is capable. We also could of had a higher peak cfm on the intake, but would have taken some low to mid lift. We did not want this. We are happy with it gaining consistently everywhere.


Lift 0.100 0.200 0.300 0.400 0.500
Inlet CFM Stock 85.2 158.6 219.0 252.8 261.7
Inlet CFM Ported 91.7 175.3 246.0 283.4 302.1
CFM Improvement 6.5 16.7 27.0 30.6 40.4
Improvement % 8 11 12 12 15
HP potential 93.9 179.5 251.9 290.2 309.4

Exhaust

Lift 0.100 0.200 0.300 0.400 0.500
Exh. CFM Stock 85.5 146.2 170.0 175.0 178.0
Exh. CFM Ported 88.0 156.6 208.6 231.7 238.0
CFM Improvement 2.5 10.4 38.6 56.7 60.0
Improvement % 3 7 23 32 34

Inlet/Exhaust ratio

Lift 0.100 0.200 0.300 0.400 0.500
Ratio Stock 100.4 92.2 77.6 69.2 68.0
Ratio Ported 96.0 89.3 84.8 81.8 78.8

next will be designing an intake manifold. So we will be doing a bit of flow testing there too. In that process we will mot likely flow the standard lower runners on this head. Be interesting to see how much cfm it looses.

use stock intake manifold port matched... now the t/b .. heres the kicker.. leave it alone...

if you think by adding a bigger one youll see fukin huge difference then yea but that can be done whenever.. dyno on stock sr20ve t/b.

we have done eap simulations and this tells us we will loose power with standard tb. Remember this head flows 309hp.

For a standard head yeah i dont see any gains from a tb. But this head will be a different ball game.

I am going to be staying tuned to this thread. Your fresh outlook on these motors interests me. If I continue to see what I like I will eventually be sending you my head for some work. I know you said most of us wouldn't be able to afford it but I don't know what a budget is on this project

i think this statement will turn out to be not true with some testing. why would Nissan on a 1.6 n1 put a larger tb than the 2.0. well its because the 1.6 n1 head flow alot better. now we might be only talking a couple HP here but whats the point of going threw all that trouble with the head and a custom IM and not use a bigger tb since it looks like hes going for alot of power.