GT100 class (project d15b vtec)

The GT100 class in our region is all about being rated at 100whp

which is a smart rule.. compared to "parts" or "mods" limiting class...
here you are free to modify anything but do not exceed the gt100 power rate...

so our smart idea is to generate the most torque and hp on a motor... and once dynoed
try to tune the peak power to be limited at 95-98whp   this way the torque generation is still at max and only the peak power is limited... we dont se no torque limitation rule right? :)

our set up will comprise of: :

-d15b head (d16z6 in other locations in the world lol)
 ported and improved flow for max efficiency

-d15b block fully blueprinted, static balanced pistons, achieved proper oil clearances on the main and rod bearings, ARP rod bolt upgrade for improved durability and reliability

-Induction : p08 factory intake manifold, fully port matched to improve flow efficiency and possibly run a Cold Air Intake (CAI) as we have noticed due to its harmonics benefit (intake length) there is substantial boost in hp and torque at around 4-4.5k rpm...  this will help us achieve improved benefit on roadrace applications

-Exhaust : 4-2-1 long primary tube design header which we have used on numerous projects, this design lay out has proven to be efficient in the mid range and even top end... and much credit to SMSP aka Dave Stadulis for coming up with this design, we figure to thank the originator since his introduction of the design ages ago compared to now.. it has been mimic'd countless times...
thanks to Stadulis Motor Sports Products (the true meaning behind the smsp name)

so on to our update :)

Here we have a d16z6 head  about 70% ready (just pending machine works and multi-angle valvejob)
after the iniitial wave of port work and cylinderhead development

 a view of the 4 intake ports in the shot above

Here the exhaust port view of the flange side header mating area

an excellent view of the exhaust port with good efficiency being the goal and task...
an efficient exhaust port means not totaly hogged out for volume while maintaining an excellent streamlined shape for improved exhaust port velocity... the faster exhaust exit speed the better torque the engine can generate (better means earlier too.. in the rpm range)

a fun shot at the intake side port of the head and its well "matched" intake manifold for excellent transition of flow from intake runner to intake port itself... while the goal isnt improved fuel consumption or fuel economy here...   the more efficient the head performs  means more power per fuel consumed...

stay tuned for more updates guys!

With the slowing down of "forums" and the current trend of social media (fb) not giving the benefits we all once had via the forums... i believe it is time to bring back some activity as blogs...

a little update, sometime around the 17th of February 2018 our main guy (me) was involved in a car accident while no physical injuries were incurred (blessed and lucky) supposedly on the first impact i hit my head and i was knocked out...  experiencing Traumatic Brain Injury (TBI) is a bummer.. and the depression rate is quite high... none the less we are all lucky to be here...

so now.. back to updating this blog to bring back the old "forum" feels

from our last blog update here (roughly 6yrs ago wow) we have built almost more than a hundred engines and heads.. including happy customers in Australia, Norway, Ireland, Austria and The US of A...

pls feel free to track our activity and like our fb page  https://www.facebook.com/SRDms/

we have some fun upcoming project builds to share!
including a GT100 class engine project (sort of like a class11 vw scenario but road race and honda)

stay tuned!