Purgatory

Post by **Shug** » Wed Mar 15, 2006 8:55 pm

Sheesh...

Well, we've settled back into the old Ayr office - much more civilised than central Glasgow, but we're waiting on (surprise surprise) BT to get their fingers out and install our comms lines.... So no internet for me during the day - I'm actually having to do some work!

I have, however, managed to sort out my engine replacement - mine is still running, but I'm sure it's not long for this world...

Point of interest for Gordon, actually - what's the minimum AA package that'll get me recovered to a location of my choice? I assume it's 200. (currently on 100, through a bank account freebie)

Hopefully then, the current engine will see me out Saturday (as I wanna get a last run in with it - it's been a good 'un) Before the new, improved Shugmobile makes it's first appearance - hopefully not too much over a month away...

New spec (if the engine is what the guy says it is) will be a ported VVC engine on my direct-to-head TB's and revised Emerald ECU - Dave Andrews http://members.aol.com/DVAPower/ says it should give between 180 & 190bhp - hoping for the upper mark there, as the engine has given 167bhp on Emerald's rollers with the standard TB & ECU.....

Cross fingers folks

Might even put some sticky tyres on it at some stage....

ewanrw · Post by **ewanrw** » Wed Mar 15, 2006 9:13 pm

It will be a beast

ewan

Post by **Shug** » Wed Mar 15, 2006 9:19 pm

Similar (bhp-wise) to the current engine, hopefully a little more, but a whole lot more torque and drivability with the variable valves. Current engine has fcuk all under about 4 - 4.5k then goes off like a cricket bat in the face!

Well, it did, when there was any compression in it...

Looking forward to it though

I'll be taking piccies of the install and running a tech thread for those interested

ewanrw · Post by **ewanrw** » Wed Mar 15, 2006 9:30 pm

mmm power and torque.

Why did I sell my scoob ? - 265bhp and 280lb/ft = rapido !!!!

Oh yeah, to buy an Elise

ewan

gordon · Post by **gordon** » Wed Mar 15, 2006 9:38 pm

See my thread on SCC for my prices etc. Option 200 is roadside relay so will get you recovered to anywhere in the UK if a roadside repair isn't possible. And according to Vixen Elises dont tow so it'd be a flatbed lift.

What spec is the bottom end and whats the miles/history of it?? I thought VVC's were what were fitted to the S1 111's and had 145bhp std but couldn't be tuned as high as the std K???

Or do you junk the VVC system?? I'd take it the head would have bigger valves than std so if you binned VVC it'd be better?? But then it's still a std bottom end is it not?? And i thought that was only good for 160/170bhp before you run inot piston probs??

That was a good 7 questions in one paragraph there

Post by **Shug** » Wed Mar 15, 2006 10:05 pm

gordon wrote: What spec is the bottom end and whats the miles/history of it?? I thought VVC's were what were fitted to the S1 111's and had 145bhp std but couldn't be tuned as high as the std K??? Or do you junk the VVC system?? I'd take it the head would have bigger valves than std so if you binned VVC it'd be better?? But then it's still a std bottom end is it not?? And i thought that was only good for 160/170bhp before you run inot piston probs??

That was a good 7 questions in one paragraph there

Right.... Here we go:

Bottom end is standard VVC - depending on who you believe, that means the liners are probably graded, but the pistons are standard. The VVC head is a far better design flow-wise than the standard K - ports are larger and straighter, valves are bigger than the biggest you can fit in standard K valve seats. The VHPD head is basically a VVC head with no VVC gubbins.

Part of the upper limit on HP is the fact that the VVC ECU could not be modded until Emerald sorted theirs out. They will now do an ECU which works with the VVC - although it's not on the site. They can also convert an existing ECU (above hardware V 1.2) to run VVC.

Dave Andrews has has a few with 180bhp + on an emerald and a single throttle body - tells me that 180-190 should be expected on my DTH TB setup. Thats purely because it breathes so much better than a standard K.

The VVC cams are reasonably mild lift-wise - not sure of exact figures, but my 285 profile cams would make the springs go coil bound. For future upgrades, the VVC mech can be removed and cams added to basically make a VHPD head (well, this one will be better than a factory VHPD, as it's been ported.) Sadly, I can't just whack my cams into this head, as the inlet cam journals are bigger - so you need to fit specially cut cams for a VVC head (inlet cam alone would be well north of 200 knicker + 100-odd for the VVC blanking kit)

So - in short, the bottom end will still be a weak point, but part of the plan is to use the remnants of my old engine to build a stronger bottom end for when this goes - I got this engine for less than the cost of a set of forged pistons. It's got 27k miles on it, so not too leggy - not sure how many of those have been tuned. Been assured by the guy that it's running well - he's taken it out to put in a Honda (a home-brew conversion at that) so I don't have reason to doubt him.

Maybe I should move this thread to technical....

BTW - I didn't know 80% of this until the past few days and numerous emails to Stu, DVA and Dave Walker - top blokes one and all

mckeann · Post by **mckeann** » Wed Mar 15, 2006 10:11 pm

i agree

Post by **Shug** » Wed Mar 15, 2006 10:12 pm

Why would that be - 'cos he can't warranty cheese K heads any more? Seems fair to me, after the nightmare I had finding one that lasted more than 5 minutes first time round....

Or any other reason?

Post by **Shug** » Wed Mar 15, 2006 10:15 pm

Last edited by mckeann on Wed Mar 15, 2006 9:13 pm; edited 1 time in total

Cheating cnut! Not getting narky - just wondered if he'd pissed you off about anything? I assume it's the reason above though

mckeann · Post by **mckeann** » Wed Mar 15, 2006 10:17 pm

damb you, your too fast to respond. I just posted that to raise debate, then was gonna delete it. edited instead.

I hope you have better luck with yours. His porting work is second to none. I just hope the quality is there.

Post by **Shug** » Wed Mar 15, 2006 10:23 pm

Yeah - I believe he's got stung. Doesn't exactly help you now, but it seems that later K heads are just swiss cheese. He's now whacked a disclaimer on his site stating that he can't do work on an exchange basis any more - he will only work on customer supplied heads.

Not great for you mate, I know, but at least it shouldn't happen to other folks. I assume you went through the process about enquiring about ultrasealing and the like.

I'm more confident as the VVC heads are reputably better and it's already been running after porting - basically I'm bolting in a sealed-up proven engine.

See how long it lasts though

gordon · Post by **gordon** » Wed Mar 15, 2006 11:47 pm

What about Rog from Sabre heads?? I hear he does good work and worked for Janspeed doing heads. I have no info on DVA apart from what i've read on SELOC and everyone seems to love him and he gives real good advice. But Neils head was really sh*t. Always blowing something, not helped by the lack of care also tho:D

My car's a late 2000 model so will have a late head on it and it's never even had HGF yet??

Post by **Shug** » Thu Mar 16, 2006 12:08 am

Aye, but it's not been ported, has it? Story is that the castings have porosity running through them, when you take off the skin, they are like the surface of the moon...

I've seen a couple (when I was looking) that just turned into a polka-dot pattern when you took a light skim....

gordon · Post by **gordon** » Thu Mar 16, 2006 12:16 am

Ahhhh, i see. So leave well alone then

. I like the K as an engine as it's light and free revving. A good little motor and i've never had any probs with mine, although every brakedown i go to thats running a k seems to have HGF

.

I know breathing's a problem on the k, but surely a good exhaust full system, a properly timed set of cams and a piggy back chip mapped to the car on a R/R(like the uni chip) would give good reliably power too???

How much?? 150/160bhp?? It seems like a lot of work and risk of failures to get and extra 30bhp on top of that

Post by **Shug** » Thu Mar 16, 2006 12:20 am

The breathing issue is with the head itself. It was designed for a 1.4 after all! Good page on it here:

http://members.aol.com/DVAndrews/kengine.htm

160 is quite easy with cams (Piper 270) and the breathing attention you mention. The 270s can be run on the standard ECU too, albeit a wee bit lumpy on idle.