haha this is awesome. It all comes down to whether you can find the right person for the job. And it seems you found him
Isn't that the guy who's got an f4r running crazy NA power on a dyno on youtube?
Yes same place. I'm just nailing down a defined plan and scope etc. It won't be the same level as the 280bhp build, but will be largely based on the 250-260bhp race builds. The bottom end be close to the 250-260bhp race spec (just using my Arrow rods which they agreed were excellent), and the main difference is I'm just going to use a milder spec port on the head, more in line with 240bhp.
I'm retaining the 403 cams and VVT to keep initial costs reasonable, but having enough head flow (almost) and piston clearance to suit the race cams, then means there's a lot to be had later. ~250 would be nuts esp with my gearing!
Also the plan will be to once assembled have it taken to another company who have a lot of SC ECU experience, they will map my actual ECU on a Dyno Cell and break the engine in properly. All sounds very promising but just sorting the details as I can't afford to make this an open cheque book kind of exercise!!
But it was certainly interesting to chat to him that the standard heads are flow limited on the exhaust side, they choke as they don't flow enough. So roughly speaking a genuine 220bhp is the most it'll do with out being fettled. Now I've never seen more than 215bhp on my engine, and Proil with his 405 cammed engine on ITB's, that only made 224bhp too (stock head) - and the power graph of his was dead flat right from 7000-7700. I suspected the exhaust manifold was the issue for his but I reckon now head work is the key for these engines if you even consider going more than 402's and a manifold anyway. So will be interesting to see what it makes with my cams on a standard inlet, I think the top end should wake up nicely from the headwork, so 220bhp would be the sort of I figure I really hope for - but I've been here before :lol:
Also turns out my forged pistons were less than ideal (PEC ****e as usual tbh), the original design of this piston crown and valve rebate is for the mk2, however PEC seem to use the same even on the mk3 engine. I've been sent an image of some mk3 pistons (I presume the ones I'll go for) and they are much more like the works spec R3 Maxi stuff. So note to all, avoid PEC (and the PEC rods were always known to be ****e hence I plumped for Arrows first time). These new pistons will have the correct squish area, more valve clearance for even +1mm valves (not that I will run big valves as need an 84mm bore and race port head to warrant it!).
Fingers crossed no crazy final prices for a built lump, after all I have 95% of the rebuild items bought and the major money is in the head and pistons. But I can't see an 83mm bore and assembly costs being too high, otherwise I'll take the components only and have it built with Paul. Fingers crossed no more crap happens like the crank is worn or something!
