And thats the reason why I am waiting to do that. SO much more economical really. Every mo fo says, yeah chuck a valver in it. 400 for a new beetle engine can only be good. Prolly only done a few 10K.
The bro has a 16v MK1 rocco conversion Really want to stick to 8valve to have two different motors. The guy in golf mag a few months back had a black beastie with a xflow head from a beetle??? Who is he and is he on forum??
Guys I ditching the 8v plan and I'm now on the trot for a 16v! Thanks everyone for the advice. Seems like the best option.
When people talk about twin carbs, does everyone automatically assume webbers? reason i ask is because i am going to be installing a set of twin 40's to my golf, though they are Dellorto. Just wondering as i'm after an inlet manifold, though don't know who caters for dellorto. Cheers (sorry to slightly hi jack) Pete
they are the most known, as for C&R, they just gave the negative stuff about carbs as they do injection stuff.
Its not just about flow. In short you need a certain amount of turbulance in the air to help mix the fuel Weve been doing some flown bench testing on A series heads at work, including some very trick down draught heads.. Two engines, both identicle. One has the DD head on, one has a very trick ported A series. Alough the DD head outflows the trick a series, it doesn't make as much power. Infact it makes around 7hp atw less, at this high state of tune, thats hell of alot ! espeically considering as were talking about 1380 8v's that make 125atw... Outright flow isn't the be all and end all of it contrary to common belife.
An engine is a pump, all that you need is as much air going into the engine as possible with the corresponding ratio of fuel. This will create the most power. There are of course many many other factors but to say that flow isn't the most important is crap. In the example above you say that you need turbulence to mix the air/fuel to make good power. If the head that flows better has good mixing potential then that head will make more power. I don't believe that turbulence and flow are indirectly proportional. Are you trying to say you dont need high flow, you want turbulence to make good power. Then all of the head porters out there are obviously ripping people off. The stock head is very good at turbulence I would have though. To create a good engine you need it to be good at everything with, valve sizes, cam duration and lift, engine capacity, port finish, port size and length, injection system etc etc all working together. If any of these things are completely out of proportion then the engine will perform badly. That does not mean that all the other work done is crap because one thing is letting it down. Edit: Needed to read the spcheel! Edited by: Jettin'
I totally agree with that... If the higher flowing head makes 7BHP less, something else is wrong with the set up surely... I thought that the issue of air turbulence would be taken into account during the porting...
Oh dear, someones throwing their toys out of their pram arn't they ? Can you please quote me on where i said 'that flow isn't the most important' and also where i said 'turbulence to mix the air/fuel to make good power' I simply said it's not the be all and end all of things, and it's not. I also said, you need a CERTAIN amount of turbulance, not poo loads. You can have shed loads of fuel and air flowing though a head into the cylinders, but if it is not mixed well, then it's pointless having it there. How do you mix it then ? By provoking swirling currents of air. You can have one large curve, where there is one large swirling current of air, but the fuel may drop out to the bottom of the air current, meaning it's not mixing well. However, if you go through a three or more angle change, you will create several smaller currents, helping the fuel to stay in suspention sometimes, and thus mixing better, and making more power. A good cylinder head modifier knows how to get the head flowing well, but also how to create the air currents and small amounts of turbulance to help mix the fuel. Like everything, it's a fine balance. Does that all make sense ? Edited by: madmk4
It does, but it smells a bit. Nah kidding I thought it was ALL about flow and nowt much else at all. Doh I cant decide on carbs or not over "standard" K jet, since I never see anyone boast how much more bhp they made putting carbs on, and all they ever talk about is how much nicer the sound is. Err great. Edited by: The Mann
Yup, Profs being saying this for ageeeeeeeeeeees.. Going from a single carb to twin carbs on a older car is usually a good move, but going from fuel injection to carbs... Seems a bit odd to me.
I am goin from K-Jet to Carbs cause I don't want to be bothered with a whole ECU set up and fartin about! Now me mates here where I live are all carb dudes and settin the things up will be easy for em! I know that a well managed k-jet system will give better economy and more bhp but.... when you hear the mk2 escorts go up our road on a warm summer evenin it's somethin else - vw need their representative to go up the road and pass em!!!!(soundin even better) Some of us like the raw grunt of carbs while others like gettin the absolute best from the engine with Kjet/chargers/turbo's etc - that takes quite a bit of know how! I am relatively new to this and I just want a roarty motor for a blast in the good weather. So... in the absence of sound advice on xflow heads on dx blocks I'm switchin to 16v xflow as some one said to do earlier in the post.
