Dipper wrote:putting aside all the nonsense, what i still dont get(and i think i posted this months ago) is, why the k series? its not been made for years, its dead and gone(as is the K20 now). if going to the expense of a conversion now(or contemplating a uber bling, uber expensive king k engine rebuild) why not go with something modern? ive no idea what but surely there must be light weight, pokey, reliable engines that would be better for the job? eg. theres a plethora of tiny cc turbod cars and the likes these days.
as all the s1's and early k series s2's are kicking on a bit now is there really much of a market for expensive conversions/rebuilds? I know i had a brief moment when i contemplated SC'ing my honda'd car but when you do the sums it would be more cost effective to buy a much newer car with the 260 conversion.
Why K series?
Because it remains a modern design - ie twin cam, with both crank and cam ladders instead of bearing caps, unlike the Duratec and even the Honda uses old fashioned cam bearing caps, it is totally reliable if built properly [which has been the biggest bugbear until now] and the cooling issue [so called "HGF"] is now understood and mastered with a properly designed pump, block and head waterway mods, plus 74 deg PRT. Rebuilds do not need to be expensive, especially if quality parts are used in the first build ie coated steel liners rather than soft cast iron liners like those in the Honda, Toyota and OEM k, DLC tappets, coated rings etc etc all of which make an engine last so much longer, but do not come in any production I4 engine.Plus it keeps the car original, which is the way to preserve it's value long term. Plus now the work has been done to design, tool and make these parts, the engine is totally independent of production replacement parts and can never therefore become obsolescent unless they stop making petrol.
