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Cheap lh 2.3l power

culberro said:
Neener neener neener the last turbo engine I did a head for had 2.5mm shaved :)

The last turbo engine I put together was 9:1 with dished pistons and chamber work, and the engine sitting in the shop with "8:1" wisecos is definitely getting some material removed to get that CR into the 9:1+ range.
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Did this engine have a $1000 budget
 
culberro said:
With that amount of money into a NA engine you're closer to 250hp.

150hp NA is what the VOC engines are without too much work. That's using an OEM cam, slightly stiffer single valve springs, NO porting, shaved head, and chips. The biggest detractor of power in those engines is the intake and camshaft, fix that and it's ~200hp NA.
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How much would you shave to get that 150hp? What is the target CR?
 
culberro said:
It works just fine when you have a larger camshaft.

12.5:1 is doable with premium pump.
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A bit of a clarification on this...

You can't just mill the head for 12.5 CR and put it together with a small cam and stock ecu tune. You need a system that works together for this to happen.

I've ran port injected 4v singles at 14:1 with mild camshafts and pump premium, but you have to dial it all in to work well.
 
Are you still able to shave the head 1mm on an NA block & then +T down the road (also with good squish)?

Or are you going to get some compromises on the +T setup, like needing a stand-alone ECU for better knock control, guessing premium gas only too?
 
arjunsw said:
Are you still able to shave the head 1mm on an NA block & then +T down the road (also with good squish)?

Or are you going to get some compromises on the +T setup, like needing a stand-alone ECU for better knock control, guessing premium gas only too?
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Yes and no.

If the head is milled 1mm, it will be closer to 9.8:1 or 10:1 for compression ratio with NA pistons.

When adding a turbo you'll probably want to remove the head and then open the combustion chambers a bit on the exhaust side to lower the CR and help with flow. You can also run a 10:1 turbo with a B or VX cam and keep the boost down low without issue most of the time. I've driven a few cars like that and they're fun!
 
What timing belt would you use having shaved the head 2.5mm - does it need a shorter one?
I'm looking into using a seperate fuel system for methanol (no E85 available) when in boost and this seems to fall in with my plans.
Tim
 
K9 240 said:
What timing belt would you use having shaved the head 2.5mm - does it need a shorter one?
I'm looking into using a seperate fuel system for methanol (no E85 available) when in boost and this seems to fall in with my plans.
Tim
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Shorter, most likely. Square tooth is a Gates T013. Round tooth I don't know off the top of my noggin.
 
sedated brick said:
by "open the combustion chambers" do you mean to port it a slight amount?
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Kinda yes. The term is "deshrouding". If you look at the combustion chamber on any of the standard 8V heads, imagine that the exhaust valve is open as far up to the deck, and you'll see that exhaust flow can really only exit into the port from over the center of the chamber since the wall of the chamber is so close to the valve head. Deshrouding means you're laying that chamber wall back so that exhaust gasses can pass around the valve better. It may be difficult to understand how beneficial this is to making power, but it works very well.

Shameless plug, I started this thread when I first started working towards hopping up my B230F. I shared some photos of what I did to the head, and I'm very happy with the results the second time around. Power everywhere and MPG went up.
 
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