Hi Concept:- Is that Engine Services in Rosewell? Yep they done all my top end work - looked pretty pukka but she aint remapped yet so I aint had a chance to check it out. Pulls nicely all the way to the 6.5K limiter now on std valves and a CAT cam.
hey g60dub, thats them. it'll be a few weeks before mine is a runner then i'll need remapped aswell. i'll be going to RJM in glenrothes. what did you have done to yours? mine is on a kent gs22h cam with vernier, supersprint manifold and de-cat.
My god there are more Scots on here than I thought! Thought I was on my own out here in the 56k dial up cyberspace. Have either of you two tried Easy of Scotland Engineering near Sighthill? They do guide replacements and assorted work, skimming etc much cheaper. They don't do the amount of "interesting jobs" as they do in Rosewell.
Hi Concept, The head was flowed, 20 thou skim, 3 angle cut on seats and 3 angle cut on std valves, inlet manifold matched to head and also matched to overbored and flowed throttle body. Exhaust manifold matched to head. TSR204C cam. Vernier from RJM. Cant remember if it was Alex or Archie that done it tho - seem like genuine good guys tho & they were recommended by staff at work - Did U see all the stocky trophies on the back wall? Once I got the bits back I polished the inlet manifold and rocker cover too. Always meant to get the bottom end to them for blueprinting but as of yet aint had the chance - still trying to find those pesky fuellin gremlins! [:^(] I swear I've been thru everything and cant find a effin thing wrong but my car leans out every so often - I've checked it with VAG-Com and the injector period is just dying off like its a fault with say the AFM or one of the correction sensors - but they all check out A ok. All the wiring is ok too. It's driving me frikkin nuts! The only other thing it could possibly be is a leak in my charcoal cannister or associated tubing as I'm sure the learned lambda value is halfed when the canister valve is opened. Next check is to run a manual switch to the cannister and see if my fuelling goes t*ts up... If that don't bear fruit I'm gonna take a sledge hammer to it. I also have a homemade ally heat shield with large as f**k cold air feeds, K&N induction (I'll shortly be fitting a Jettex as it comes with a superior adaptor for the airflow meter) and a noisy as h*ll BaStuck exhaust with no over axle silencer. Incidentally how much are RJM chargin for a remap and what engine management are you running dude?
My dad had his Landrover block rebored by East... He was far from happy but most other folks I've ever spoke to seem to thouroghly recommend them. I'll speak to a mates pops tonight that used to work for an engine builders in his yonger days. He seems to know all the local folks!
hi, i've not asked RJM about the remap yet. sounds like i've had exactly same head work as you, but i got whole bottom end lightened and balanced, and gone to 84mm flat top pistons. will be running FSE f.p.r., and trying allsorts of mods with intake manifold. have bored out the t/b already and was well impressed with top end gain! but at the mo my car judders like hell, and REALLY take a leakes me off. i keep reading about these same problems! what is the charcoal canister valve?? i think engine services know tuning and i'd say all those trophies are proof of that!
AU$1050 for the port and BV conversion including valves. For custom stainless steel racing valves, it would have been about AU$250 more. See for yourself about overlap - http://www.rarefaction.com.au/bvh
Hi Concept, I dont think the MKII has the Charcoal cannister valve? Anyone? Anyways on the MKIII it sits under the airbox on the offside - Its a long black plastic cylinder around 4" diameter with two clear hoses coming from it. You should be able to follow one back along to where your fuel lines come into the engine compartment. It takes the fuel vapours from the fuel tank and introduces them via a switched valve (controlled by the ECU) into the intake system via a connector on the throttle body. Its an emissions thing The valve opens the cannister and the fuel vapours are sucked into the intake system. I'm not sure what the specific conditions are for opening but I'm sure the coolant temp has to be at least 80C before it opens. When the cannister valve is opened the Digifant ECU will halve the learned lambda value seeing as extra combustible gasses are being used. Yep Archie is meant to be really good. Is it a MKII or MKIII engine you have had built? Yep the standard 2E throttle body does seem way restrictive at the top end - I also noticed a difference - However there's now a wee lean spot just on throttle tip in. Regarding the FSE - Is that a rising rate FPR? I've been told that the std Digifant one should be up to the task. Perhaps someone could comfirm this for us? I assume you know to take it well easy until you get it mapped - You don't want to wreck your bores! [:^(] Incidentally how did you get on timing you CAM in?
g60dub - now i know the bit you mean, i always wondered what it was. i'm working on an mk3 engine i bought for this job, so i can still run my car til its ready to swap. i had the cam timing set up on star performance's rollers a while back but i don't really like the guy and i'm not going back there! the fse is an adjustable rising rate fuel pressure regulator i bought ages ago but never used. i think it would be benificial as anything adjustable will help you find the optimum setting- just like the vernier pulley! are you still running on stock management? any idea how much power you have?
'Iya Concept, To be honest I have absolutely no idea how much power I'm putting out and I'm still on stock management - it was a good engine prior to all the work tho - it was putting out 101bhp ATW on Car Tuning Clinics water dyno. I'm hoping for around the same as Chrismc - around 110BHP ATW (135 ATF) so the quality of the headwork will be the key - I don't have a flowbench lying around so I'll just have to see what mapping brings. Flow is most definetly up tho as my air-fuel ratio meter does show it running leaner over the rev range and even pre-mapping my mates say its noticably quicker. If I ease her up there I can now get 128MPH out her but thats with 205-45-16 tyres and I've never got around to calibrating my speedo. I never ever got more than 120-123MPH before so there is a marked increase in power - probably effed my bores doing it tho. Its also a lot more willing to rev. So hopefully mapping will bring relief and a big grin factor! I've also played around with the stock timing to get an idea of what it could feel like (in differnent parts of the rev range) with the timing recurved and boy it should pull when finished. I should have went the big valve route tho - I must have been mad not to!
Ok Concept, I don't work in a car/engine builders... I am engineer by dicipline but not employment & I work in Livingston. Long and short of it tho (Dont want to bore with all the details - it's complicated) is that various different trustwothy (i.e. no BS) people I know recommended them.
it would be great if someone did power runs imediately before and after fitting bigger valves to see exactly what the difference is!! it seems people are happy with the mod, but has always been done at the same time as another mod!
Isn't ChirsMC about to do that? He only just came back from Stealth with his 135bhp reading? Is that at the wheels?
i'm sure he's fitting lighter flywheel aswell. and i think his 135bhp was at flywheel. i'm keen to hear the outcome chris?
The 135 was at the flywheel boys.... Got the head back yesterday. Done to Pack C spec with the 40/35mm valves. Skimmed to give 10.5:1 C.R, Injectors have been ultrasonically cleaned too. It "looks" the absolute b0llocks!! Have spent the day fitting the "new" TSR 203 cam & improving & adding to the heatshield that has been made to go between the inlet/exhaust manifolds. Have used some heatproof lagging from work, normally used on aircraft bleed air pipework to effectively seperate the inlet manifold from any heat soak from the exhaust!! So no direct comparisons unfortunately, but I reckon +10BHP on my previous figure is achievable..The new cam is 282deg duration & 11.6mm lift whereas the old 202 was a 268/272 split with 11.2mm lift..... What do you all reckon??? I think 145BHP on 10.5:1 compression,203 cam & Big valves is achievable! Any thoughts
hey chris, just wondering what you're doing with the 202 cam ? i have got kent gs22h- 260deg with 11.17mm lift. would the 202 be better?
The 202 has already gone back to TSR on exchange mate... If you are running a DECAT on a mk3 then I think you can go further with the cam. The GS22H sounds very mild IMO, almost like a CAT friendly or G60 cam Something 270-276 duration with as much lift as you can get (11.2mm+) will yield more with standard sized valves. Any wilder than this is wasted on a Stage 1 head. I think this is because the port sizes are such that the head is already flowing as best as it can..it almost chokes up with any greater lift/duration!! This is when the bigger valves become useful!!! Edited by: chrismc
