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