B16a cylinderhead development pt 14

A picture in larger scale  meant to be more of a "showcase" of sorts

on our basic "street" cylinder head development package
and our  All out Race cylinder head development package

it is standard procedure  to  disassemble the rocker arms , clean them
inspect all vtec pin per rocker set and shaft  and ensure a clean rocker assembly

they say "cleanliness is next to godliness"  and so  we maintain this standard
as we tip our hat to the car gods and bless us with more power :)

note*  that others or shops  tend to just dump the rocker arm assemblies
         into a tupperware/plastic tub  during the porting procedure
        and just reinstall them when done ,   that is a big NO NO  for us
     
        cuz  we'd have no control  in taking notice of debris or foreign objects
       contaminating the oil, let alone the valvetrain being  one of the most stressed
       components of the engine , adding dirt to the oil  will just lead to premature engine
      life/durability

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currently at the time of publishing this,

the head is done  from the machineshop, fully assembled  , leak tested
and installed on the b16a block of our costumer's daily ride

we have conducted  the initial phase of street tuning  (ecu tuning) 
and so far it looks promising, as we are nearing the max of the 240cc stock injectors
 at  about 7k rpm WOT  ;)

will conduct  further tuning once the ported P30 intake manifold is done and installed

hopefully  a dyno session in the near future when all is said and done

so we can share with our readers, the data and results  :)

B16a cylinderhead development pt.13

here's the finished product/project  

- b16a cylinderhead  fully developed by SRDmotorsports
 
specific use : b16a stock internal/block  stock 1600cc displacement
                      stock compression  (no block milling or head milling)

 goal             : Improve efficiency , and significantly increase fuel economy
                      inherent byproduct of the above,  will be the following,
                    : promote early torque development in the rpm range
                    : carry over to the mid range and increase top end pull

as stated in the begining of this project , performance parts used are :

Buddyclub Spec3  cam ( a step over CTR cams , close to skunk2 stage1)

Crower valvesprings to support valve control in the upper rpm's

Ebay TypeR copy 4-1  header

p30 intake manifold fully ported and developed by us (currently being worked on)

here's a variant shot of the parts, with some of the springs  taken out of the box
and rocker arms  during pre assembly 

B16a cylinderhead development pt12

here's  a picture of all 4 intake ports done and textured

-ready for machine work i.e. competition 3 angle valvejob and deck resurfacing

- to ensure  superior headgasket sealing/longevity and OEM valve seals installed

a closer shot of the ports  to show the texture  it has developed into

*it is not smooth  nor very rough, just a fine balance in texture
  where it creates  ideal surface tension to keep fuel into suspension
  and improve  overall flow

* the term "port and polish" is a misnomer , as you dont really polish anything
 but keep the right texture

 on the exhaust yes, you can polish it as mirror finish as you'd likee
 but after a few minutes of idling, let alone  driving...  it will be coverd in carbon byproducts , so texturing the port and keeping the shape uniform and sleek
 is a more important  goal to be set  :)

*so if you hear someone say  they will polish the exhaust  and the intakes not so polished,   slowly and kindly walk away...  as you know  your cylinderhead might end up being a gas guzzler  he he he

B16a cylinderhead development pt11

an excellent visual  to show our followers,   concentrating on the short turn radii

- due to the shot from the chamber side  viewing both intake ports
  it is more evident  the shape  the short turn has taken and the port's sidewalls

- consistency is KEY  even with texturizing the ports  when the final shape is achieved

A more intricate view of the port,  notice  the shape  thats taken around the short side radii

the attempt here is  aiding flow   into the bend/turn without  any abrupt shape or kink
that can manipulate "sheering"  because fuel is held into suspension in the air
as a fine mist, sheering  would mean "pooling"  or losing the fuel suspended in air
and turning to droplets

*as we know,  liquid/droplets  tend to be hard to ignite

* this is the common mistake  when the engine ends up being a gas guzzler
  after  X mods done in Y manner 

B16a cylinderhead development pt10

a nice shot  of the short side radii  , taken from the chamber side into the intake port

the port wall into short turn transition has been shaped  to promote a gradual bend
without  having to remove alot of material that would increase CSA and slow down port velocity ,

with the right  valvejob spec (3angle/ 4 angle) done after ,  this will be a very efficient port design 

B16a cylinderhead development pt9

here's an angled shot to show a better visual on the port shape it has taken

- notice the base of the splitter (top of the splittr in the pic)  the work around it
  it has been shaped but not totally overworked or hogged out
  the keen eye would notice too, that  by doing such work  we get to widen the
 short radii  a little bit and helping the short turn transition altogether

- on the outer side / wall of the port , the short turn radii and bowl transition evident
  and there is still a faint scribe/line of the casting flash / core shift on the head
  this goes to show the amount of portwork/material removal done to the intakes
  which is minimal  ,  to maintain  high velocity at the ports

B16a cylinderhead development pt8

first of all  :  so sorry for the long time gap  inbetween updates on the b16a head
                     we've been busy  finishing it up and processing other projects

here is a shot of the intake port with further work done to it  all through out
texture has been achieved  on a desired level , after i got the shape i wanted 

next picture/shot  has the camera slightly lower  to show more of the short turn radii
and the work done at the base of the splitter (top of the splitter in the pic)
and at the top  the splitter ( in between the guide boss)

B16a cylinderhead development pt7

last picture for now, we will take further pictures as we progress along the way

this  shows the short turn and the inner divider (splitter)

hint :  it is  not bad to slightly widen the short turn , as the short turn tends to have faster speed than the long side of the port,  so  widening = slowing it down
which then makes the delta between long side and short side flow speed more close

better overall  flow and less sheering on fuel mist  that is suspended in the airstream

B16a cylinderhead development pt6

pardon the lighting glare :

this is to show  the short side  radii  and port side walls   
extremely important  to have  a nice  gentle transition (bend)  into the valve
as flow does not like to turn abruptly

a picture with less lighting glare :

as mentioned  the importance of a gradual bend  to help maintain good flow
more so  that  mist/liquid droplets  like it even less to make abrupt turn

so transitioning well is paramount

B16a cylinderhead development pt5

this  angle  is for better visualizatin  on the work done (current unfinished state)

improving the overall  port transition from port entry to bowl/throat  to seat

currently :  bowl , throat and short side radii  work has been started

here's a picture from the chamber side  into the intake ports

better view of the bowl/throat  and the reshaping its taken for a better transition into the valveseats  

critical to note :   valve to throat  ratio is important  in targeting speciifc rpm range
                         and camshaft profile used  , without overshooting the size
                          and risk  lower torque result and less than desireable power figures

B16a cylinderhead development pt4

a better shot of the intake port (slightly lower camera)

in turn  ,  this  shows a bit more of the short side radii 

and bowl work 

-notice the overall throat's transition to the seat

B16a cylinderhead development pt3

here we show  the current work done to it

bowl work and throat work has been done
and a bit of short side radii  transitioning  also

critical area to work on where  one can make a mistake  in reworking
and suffer power gains  on the top end  or torque  down the midrange

B16a cylinderhead development pt2

here's  the shot of the intake ports in its  stock bare casting form

picture is for reference  with the finished work as we take pictures during the whole progress of the work

B16a cylinderhead development pt1

here's  a picture of the bare head  after cleaning  with detergent and blow drying with compressed air ,  ready to go thru the dirty work of porting  :)

quick spec' of the work

b16a cylinder head  to recieve port work by us 
will run buddyclub 3  cams  

block will be a stock JDM b16a (p30 pistons)
P30 intake manifold  ported through out, with plenum work and reweld
typeR 4-1 header 

target is emphasized on producing torque early in the rpm band
to carry  power better  into vtec transition 

improved flow on the ported intake manifold should help boost peak power too

d16z6/d15b vtec IM development pt.7

the finished product , final texture achieved , runner entry shaped and contoured
the dividers are more profiled 

overall target here is :

making the convoluted non high performance OEM dseries manifold (p08) casting
to be more efficient  in air delivery, with an attempt at trying to equalize air distribution
ultimately improving engine performance and with the right tuning , even fuel efficiency

- 

to compare, this is definitely not on par with  a specific aftermarket manifold
like the skunk2/blox IM's  which is preceded by the edelbrock performerX performance wise

but this is a good solution to those that need to race "stock" 
or to maintain that "stock" look  when needed :)

even a stock engine with just this portwork/mod on the intake
and ecu tuning will give a pleasant improvement in performance and fuel efficiency

-
this is now tig welded shut  and the brake master vacuum source (broken press fit)
is now replaced with a 3/8 NPT 90deg fitting  for that clean finish

d16z6/d15b vtec IM development pt.6

further work done  and smoothing etc 

notice the divider is alot more profiled  , and has now reached its final shape

-runner entry is flaired and now alot bigger than its stock previous  state

-the runner about an inch  into it is also slightly increased in size
 to give that slight taper along the total length of the runner itself
 to improve the charge momentum

* typo on pt2 , identified as runner3  is actually runner 2 :)

d16z6/d15b vtec IM development pt.5

a different angle  depicting the work on the plenum, runner entry and divider

- this stage  shows a lil' more smoothing done to the plenum

- runner entry more flaired and textured

- divider is more streamlined/profiled

d16z6/d15b vtec IM development pt.4

here is a picture  from the throttle flange side viewing the plenum and runner entry

-runner entry has taken shape after initial rough work and smoothing

-the dividers inbetween the runner entries are now more profiled

-total work would lead to a slight plenum volume increase, which is welcomed
  for a slight improvement on top end breathing 

*remember  the purpose of the plenum (even its meaning) is much like a reservoir
or an air tank/chamber  where  the intake tract's rush of inlet  gets to slow down
 expand  with an attempt at having "supply" per runner action

d16z6/d15b vtec IM development pt.3

here's an inverted shot, which shows the entry a lil' better than the previous picture

including the stock untouched yed "number2" runner :)

and the initial stage of runner entry enlargement

d16z6/d15b vtec IM development pt.2

Here's a shot of the porting (initial shaping) in its rough stage

we intended to leave the number3 runner to be ported last
so our keen viewers could see some sort of before and after in this pic

- runner entry ported to give a bit of flair

-runners slightly enlarged to give it a mild taper  to the flange outlet

d16z6/d15b vtec IM development pt.1

the d16z6 / JDM d15b / ESI (local to the phils) manifold  has some long runners swooping upward to the plenum , since the platform is mostly a commuter effort
and OEM , low rpm driveability prolly was the main concern

downside is, it is quite convoluted as far as flow goes  especially when the engine set up is hotter than stock,

here we do the ff :

cut open the plenum , to be able to port the runners, and slightly flair up the entry
for improved flow , porting the runners from the flange side
and tig welding the plenum shut

picture above :  is of the bare plenum surface and runner entry surface

B16a cylinderhead development pt.5

Bigger now to show details of the exhaust port

and the lighting and shadows help visually
in showing the overal shape achieved

-notice the port's curve from valveseat to throat all the way to the exit
 the attempt is to shape it to achieve a gradual of a bend as possible
 without needing too much material removal , we avoid hogging out the ports

- the lighting shows this (roof section of the port) and the shadows  help
  visualize the blending on the splitter and short turn radius

next pic showing much of the same, but with more visible details

shadow and lighting doing its part in showing the overall port curve/bend and smoothness

- notice the casting marks on the throat (splitter side) still a little bit visible
  hogging it out isnt needed  unless you dislike torque :)
  even on the port exit at the outer perimeter the casting flash is a bit visible 

- notice at the base of the splitter (top of the splitter in the pic) some of the
  tiny dots are casting bubbles , no need to totally remove them
  as the only benefit we can get from that is cosmetic in nature
  and port volume increase isnt really needed here
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this cylinderhead was done for a client
who has a simple build that is a b16a (1600cc)
on a 4door EK variant sedan

with these heads + decent cams and a good exhaust
it has run well into the 13second range in the 1/4mile
and thats with just a 1600cc displacement

B16a cylinderhead development pt.4

exhaust ports now for the b16 head
*this is exhaust port 1  (above)

the lighting shows the shape and contouring done to aid in flow exit
without increasing port volume too much that it lessens exhaust exit speed

overall , if the port exit speed is high enough, the engine has to work less to
rid itself of the exhaust fumes and spent gasses
which in turn could let us run a bigger cam or tweak on overlap
without as much drawback to it

-interesting tid bit , most honda cylinder heads has exhaust ports that are directional
 meaning none of them are of the same exit angle (left to right) from one another

- this pic is of exhaust port 1 (cylinder number 1)

*exhaust port 2 (above)

-notice the direction compare to exh port 1 , its angled to the same side
 but to a lesser degree

-very basic detail showing flow improvements done by way of
 proper shaping and contouring of the ports

*exhaust port 3 (above)

-now we see a directional change from left facing to right facing angle
 compare to exhaust port 2 for reference

- the guideboss in the exhaust port arent as obstructing as the intake ports
  so minimal shaping or material removal is needed , plus the flow now is in reverse
  compare to the intake guide boss , think of an aerofoil for reference

*exhaust port 4 (above)

-direction of the port is a lil more pronounced compare to exh port 3
 basically the number 4 port is now a mirror image of exh port 1 in reverse

-some people port the exhaust and try to reshape them in ways that
 they try to make all 4 ports angle to the same direction (straight)
 and it is possible , it also looks good
 unfortunately that is all that is good to it.. looking good
 as flow then vary from 1 exhaust port to another  ultimately making it inefficient

-port texture on the exhaust port is in some ways a lil different to texturing the intake
 for one , the critical importance of keeping fuel atomized is gone
 another , sooner or later the portwalls are coverd in carbon deposits

-making sure theres a uniform finish to the exhaust port is better
 smoothing it is ok... so long as it is uniform , so that carbon deposits  would stick
 evenly  ...we dont want sections with carbon and other sections clean 
 it only then means the shape has lost its benefit

so again... the term PORT AND POLISH
is quite a misnomer , since   we havnt and dont ever "polish" anything
as far as texturing goes

B16a cylinderhead development pt.3

a shot of the ports, viewing from the chamber side

the lighting indeed helps to show the texture of the port surface
for better fuel atomization

and how it changes in texture as it reaches the throat and to the seat

-in theory this is to speed up flow as it reaches the valve
 with attempts at generating more possible flow and intake charge
 into the combustion chamber

- the section between guide boss and splitter is noticeable here
  with regards to work done to minimize obstruction in flow

- guide boss itself is seen here having more "aerodynamic" profile/shape

another shot from the chamber viewing the intake ports

- here, a more visible guide boss  shaped with a more aerodynamic profile
  some chop it all off, some shorten it ,  but by shaping it this way
  you minimize volume increase and actually maintain a higher flowspeed

- notice the texture change of the port leading to the throat
  and the throat being concentric to the valve seat

another shot from the chamber side, this time showing both valve entry

- this was taken bfor being totally finished  as evidenced by the texture change
   but also best illustrates the work done to it,

- the keen eye may notice , the port itself is still pretty "mild" as far as port enlarging
  and or sizing goes ,
  but funny enough this head will promote good intake flow velocity
  thats good for making decent torque 

- this head could work on smaller displacements and do wonders with regards to
  torque and power production
  and still be able to work with larger displacements , with just changes in
  camshaft profile to match 

B16a cylinderhead development pt.2

with better lighting , to show more details on the portwork

- the "top" of the splitter (the portion in between te guide boss in the picture)
  you can see its shaped nicely , to guide flow into each sides
  without hogging it all out and increasing unnecessary volume

- the outer walls of the port depicts a better visual on how "gradual" the short turn
  as been made and slightly widened 

- all the work done , leads to guiding flow into the port "throat" which then
  guides and prepares flow to go around the valve seat

B16a cylinderhead development

intake shot of the ports 
worked the critical areas and textured the surface once shape is achieved

-guide boss shaped as to minimize obstruction in flow
-notice the contours/shapee leading into the port "throat"
 which then leads to the seat section , critical flow is gained and achieved here
 when done correctly

here's a better angle/picture to show the intake port work and all

-notice the outside walls (outer section of the port) and its shape gently
 bending towards the throat bigger is never better

-guide boss shaped visibly , and total removal of such would cause
 premature guide wear and loss of stability in high rpm's

-critical area such as the "splitter"  short side of the splitter and top (between guides)
 are carefully worked on , and contoured to guide flow into the throat of the port

F22a Non Vtec Cyl.Head pt.4

Above is the intake side shot of the Head all done and prepped for assembly
:)

here's the exhaust end of the business :)
just minor clean up done to it (casting flash still visible)
and made it more flow friendly as far as shape and contouring goes

a picture of some of the valves to show the 45degree sealing face at the back
have been refaced  to ensure "trueness" for superior sealing when valve is closed

-its been lightly lapped  to show and check the section it rides the sealing face

-notice its on the outer perimeter of the 45deg. face  this is desired as it gives the notion
 of a slightly bigger valve , as far as flow is concerned around the valveseat area

F22a Non Vtec Cyl.Head pt.3

a pair of pictures , showing some detail on the chambers

with a more intricate view of the 3 angle valvejob done to it
some trick work done to this to achieve a biased quench depth

standard valvejobs we have the following specifications
-1mm intake seat width and 1.25mm exhaust seat width
-0.85mm intake seat width and 1mm exhaust seat width
- a narrower 0.75mm intake seat width
/-this is all pertaining to the width of the 45degree seat (1 of the 3 angles in a VJ)

we also have a high performance oriented valve job 
that is specific to "intake" and "exhaust" as far as angles go
and they're multi-angle + radius top cut  for even more flow

F22a Non Vtec Cyl.Head pt.2

a picture of the chamber , viewing the exhaust port (above)

a regular valvejob (3 angle seat cut) is done here
with the intakes having a 1mm / 0.040" wide seat
and exhaust having  1.25/0.060" wide seat

second picture of the chamber , viewing the intake port (above)

F22a Non Vtec Cyl.Head

here's a shot of the intake port layout (above) 
ported and shaped, and the finish texture achieved
-notice the port is quite "tall"  in a sense that is a more straight shot
 interestingly, the Kseries variant is very similar

next shot shows a better view of the texture (above)
ideally we dont want it ultra smooth hence the term port and "polish"
is sort of a misnomer, 
having too smooth of a surface, tends to minimize "atomization"
of liquid fuel and air... 
notice the change in texture at the "throat" which is also an attempt in
"speeding" up flow as it reaches the seat of the valve

-on the other hand, this picture shows the f22a non vtec head's taller lay out
 of the intake port, it also has a more vertical valve axis/angle
 which gives it a more "straight shot" into the chamber

1.6L Type1 Road Race contender : pt8

finished 113 fully ported heads  (pending machine works , cleaning and such)
dont mind the messy/dirty mock up bench hehehe

here's the planned specification of the engine / project

1600cc = 85.5x69

Heads    - 113 vw casting (1302/1303) heads, fully ported etc
Valves   - 35.5mm intake valves , 32mm exhaust valves  stock replacements by TRW
Springs  - scat/bugpack single HD springs, shimmed 0.060" bfor bind , chromo retainers and keepers
Rockers - stock 1.1:1  rocker shafts on CBperformance solidshaft kit and Porsche 911 style adjusters

P/C       - 85.5mm AAperformance Piston and Cylinder set
Rods     -311b german reconditioned stock rods (resized big ends and rebushed small end) , balanced set
Crank   - 69mm CBperformance Forged 4140 chromoly  ,
Carb     - Solex 34-pict3 as per Kafercup rules , 34-3 center section and VW endcastings
Header -  1 1/2 merged header w/ single straight thru muffler
Cooling - 181 doghouse fanshroud , complete german tins and undersled (industrial tins)

case     -   AS41 dual relief case, drilled and tapped / plugged for full flow
                internal case work done to improve efficiency and lessen windage loss
              
camshaft -    this is still in the planning stage
                   choices from engle W100 , W110 , Web #119
                  and other custom profiles being discussed

target compression :         8.9:1 static
rev range               :    5800-6000rpm Max
fuel                        :       91-92oct pumpgas