Ultimate spec k (1800)?
Discussion
What would people add to a DVA full gas flowed VHPD based 1.8 to make it stronger/more powerful (DKE crank not being considered here, as a VHPD crank that's undergone the Steve Smith treatment will suffice for me).
the entire assembly will of course be going to Mr.Smith
So far I can think of;
- omega pistons
- 1444 cams
- Paul Ivey supersize valves
- fardon/arrow rods
- jenveys (any preference here)
- Dave Walker set-up
Already running verniers, K3 emerald, and a host of other DVA mods to get to 220hp. I've just done a few valves in (probably - need to remove head to check) and thought I may as well get the whole lump done, rather than just do the head. I've just had new liners, etc fitted by DVA.
All thoughts welcome. I'll also seek DVA's thoughts.
the entire assembly will of course be going to Mr.Smith
So far I can think of;
- omega pistons
- 1444 cams
- Paul Ivey supersize valves
- fardon/arrow rods
- jenveys (any preference here)
- Dave Walker set-up
Already running verniers, K3 emerald, and a host of other DVA mods to get to 220hp. I've just done a few valves in (probably - need to remove head to check) and thought I may as well get the whole lump done, rather than just do the head. I've just had new liners, etc fitted by DVA.
All thoughts welcome. I'll also seek DVA's thoughts.
Depends on how much you're going to throw at it, but here's my left field idea for you:
http://www.gofastnews.com/board/technical-articles...
http://www.gofastnews.com/board/technical-articles...
That didn't take long!
What sort of power would you get from that sort of setup?
Managed a really stupid mis-shift on mine at the weekend which momentarily made me think I might be reaching for Mr Andrews' phone number too. If it does ever go pop I'd like to rebuild to something a bit more fruity than the current 1600 Supersport.
What sort of power would you get from that sort of setup?
Managed a really stupid mis-shift on mine at the weekend which momentarily made me think I might be reaching for Mr Andrews' phone number too. If it does ever go pop I'd like to rebuild to something a bit more fruity than the current 1600 Supersport.
Steve_T said:
Depends on how much you're going to throw at it, but here's my left field idea for you:
http://www.gofastnews.com/board/technical-articles...
Sub £3k should get me a nice lump I think.... given the existing mods, hence the desire to stay 1800.http://www.gofastnews.com/board/technical-articles...
Chris71 said:
That didn't take long!
What sort of power would you get from that sort of setup?
Managed a really stupid mis-shift on mine at the weekend which momentarily made me think I might be reaching for Mr Andrews' phone number too. If it does ever go pop I'd like to rebuild to something a bit more fruity than the current 1600 Supersport.
Nothing too crazy, perhaps mid 240s, but it would hopefully be a strong 8500rpm engine, with a 165-170lb ft torque peak?What sort of power would you get from that sort of setup?
Managed a really stupid mis-shift on mine at the weekend which momentarily made me think I might be reaching for Mr Andrews' phone number too. If it does ever go pop I'd like to rebuild to something a bit more fruity than the current 1600 Supersport.
sfaulds said:
Personally I'd argue there is no such thing as a strong 8500rpm and 240bhp K series. Given how good a bog standard Duratec can go, I'd find it very difficult to keep throwing money at Rovers flexible friend.
While I love a good arguement, I find nothing to disagree with here 
Finchy172 said:
Id personally skip Dave Walker and take it to Steve Grenald and stick a proper ECU on there!
What can't the Emerald do that other ECUs can do? Granted that Steve is clearly able to map ECU very well 
Ignoring pectel and McClaren and the high end MoTEC units.
I presume you're refering to MBE, DTA, etc?
sfaulds said:
Personally I'd argue there is no such thing as a strong 8500rpm and 240bhp K series. Given how good a bog standard Duratec can go, I'd find it very difficult to keep throwing money at Rovers flexible friend.
Can anyone give me *real world examples* of exactly which components have failed in high power Ks. This is not to get into an argument, but more to allow me to *attempt* to build some strength into my engine.Given that the valves are bent in my current K lump, I need to fix this first, and perhaps associated piston/liner damage, prior to being in a position to even consider a move to Duratec, etc.
Any idea what a 220hp recently refreshed 1800K is worth (inc. DS, bellhousing, all ancilliaries, etc)?
What would a 230hp 2.0litre Duratec cost (inc all ancilliaries and a suitable exhaust? Does anyone know if my Powerspeed can could be modified to be used on the other side, a la Duratec? I presume new end caps is all that's required?
sure
valve heads falling off
cam followers collapsing
cam ladder bearing surfaces picking up and wearing
rod small end bearing wear
scuffing pistons and blow by
ovalised liners
cranks snapping
rods breaking
crank bearings picking up
whole engine flexing under the revs and loads #
otherwise fine ....
the engine is a good un, but it flexes as lot and hence all the poor bearing surfaces and clearances get buggared about and wear is high.
dj
valve heads falling off
cam followers collapsing
cam ladder bearing surfaces picking up and wearing
rod small end bearing wear
scuffing pistons and blow by
ovalised liners
cranks snapping
rods breaking
crank bearings picking up
whole engine flexing under the revs and loads #
otherwise fine ....
the engine is a good un, but it flexes as lot and hence all the poor bearing surfaces and clearances get buggared about and wear is high.
dj
Dave J said:
sure
valve heads falling off
cam followers collapsing
cam ladder bearing surfaces picking up and wearing
rod small end bearing wear
scuffing pistons and blow by
ovalised liners
cranks snapping
rods breaking
crank bearings picking up
whole engine flexing under the revs and loads #
otherwise fine ....
the engine is a good un, but it flexes as lot and hence all the poor bearing surfaces and clearances get buggared about and wear is high.
dj
Dave valve heads falling off
cam followers collapsing
cam ladder bearing surfaces picking up and wearing
rod small end bearing wear
scuffing pistons and blow by
ovalised liners
cranks snapping
rods breaking
crank bearings picking up
whole engine flexing under the revs and loads #
otherwise fine ....
the engine is a good un, but it flexes as lot and hence all the poor bearing surfaces and clearances get buggared about and wear is high.
dj
thks for that. I guess no matter what is done internally to strengthen the bottom end, the inherent flex in the engine will remain and give rise to many of the issues above, no matter how much EN24 is used!?
I know you've gone to a D. What would you estimate the conversion cost? PM me if you like. thks again.
ohh I forgot
Valve springs snapping
Valve guides wearing with high lift cams
What would a 230hp 2.0litre Duratec cost
my 226 / 179ftlb circa £4800 I recall if you do it yourself with a new engine wet sump, throttles, cams, valve springs, caps, alternator, clutch, fly, bellhousing, release bearing, sump pan, manifold, pocketed pistons. The silencer I carried over from the K but the manifold was new, the airfilter also carried over as did the engine wiring loom, fuel reg, injectors.
The duratec is more torquey, but it is a little heavier - about +12Kg *installed* for mine compared to a dry sumped steel cranked K series.
Valve springs snapping
Valve guides wearing with high lift cams
What would a 230hp 2.0litre Duratec cost
my 226 / 179ftlb circa £4800 I recall if you do it yourself with a new engine wet sump, throttles, cams, valve springs, caps, alternator, clutch, fly, bellhousing, release bearing, sump pan, manifold, pocketed pistons. The silencer I carried over from the K but the manifold was new, the airfilter also carried over as did the engine wiring loom, fuel reg, injectors.
The duratec is more torquey, but it is a little heavier - about +12Kg *installed* for mine compared to a dry sumped steel cranked K series.
What 'box are you using? How does the Cat 6spd unit cope with the extra torque?
Did anyone do any head work on your engine? Is it the ranger block? Who are the best people for cam advice, etc? Ammo @ RaceCo? Raceline? Where's the manifold from. Don't say GoodFabs or someone like that!
Did anyone do any head work on your engine? Is it the ranger block? Who are the best people for cam advice, etc? Ammo @ RaceCo? Raceline? Where's the manifold from. Don't say GoodFabs or someone like that!
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