MiniTorque.com banner

1 - 19 of 19 Posts

·
Registered
Joined
·
508 Posts
Discussion Starter #1
Well as my first modified cylinder head is on my engine already, and I didn't take any pictures, I thought I best take pictures of my second cylinder head before and through my process of modification to installation, so here are a few photo's in it's stock form as I received it.




Exhaust throats top, Inlet throats bottom.


Inlet port view.


Exhaust port view.
 

·
Registered
Joined
·
877 Posts
What gains and expected price of is this a one off?

Designed for use with standard or aftermarket cams?

Had head work and Kent cams on my old Renault NA 2.0 F7R engine which took it from 150 bhp to 190 bhp with remap. Could of made 200 but didn't want it to be less driveable.
 

·
Registered
Joined
·
102 Posts
moar!

Please share some details of your project czar! I understand you dont want to spill your beans, but plese give us some teasers. Hype it up! ;)
 

·
Registered
Joined
·
508 Posts
Discussion Starter #6
What gains and expected price of is this a one off?

Designed for use with standard or aftermarket cams?
The stock cylinder head as seen above, is already very good, and will work well with aftermarket cams too, however there is room for improvement!

In terms of gain, this can be very very good, that said, you have to be careful when working the ports and throats, remember BIGGER is not always best!

I did my development on a couple of used cylinder heads first, to see what happened as I opened up the ports/throats, CNC, not by hand, and enlarged the valves, to the maximum permissible size.

A new cylinder head as above, costs just over a £1,000.00 then you have machining costs to consider, and anything else you might want.

My first new cylinder head currently running on my otherwise stock engine, has CNC Inlet port and combustion chamber work, which only removed the minimum amount to leave a machined mirror finish, this machined mirror finish, could have been improved on by hand, but this would have disturbed the evenly CNC matched flow port to port.

The above cylinder head is having the full works, more CNC work, larger valves, both Inlet and Exhaust, and camshafts, that said, this cylinder head will not be bolted onto a regular stock engine, so you could say this will be a one off, unless anybody else wants to go the same route.
 

·
Registered
Joined
·
508 Posts
Discussion Starter #7
Czar that's for r56 right? Looks like a twin cam head
Yes it's for the R56 (N14/B16) engine and yes it's twin camshafts, the only common factor linking this engine (N14/B16) to the 1st gen (W11) supercharged engine, are the same bore and stroke, 77mm Bore and 85.8mm stroke, that's it.

This N14/B16 turbo engine, is much more advanced in it's design, and will give you 240-250 hp from the cooper S and 260-280 hp from the JCW, very easily and cheaply too, with just a high flow cat down pipe, aftermarket FMIC, and a tune, all on stock internals!
 

·
Registered
Joined
·
877 Posts
I was looking at getting remap done following ITG panel filter and Milltek Turbo back install which I believe usually result IRO 240bhp.

What kind of gains would head and cams provide on top?
 

·
Registered
Joined
·
508 Posts
Discussion Starter #10
I was looking at getting remap done following ITG panel filter and Milltek Turbo back install which I believe usually result IRO 240bhp.

What kind of gains would head and cams provide on top?
Now as you can imagine there is no definitive answer to the above question, this is all very much dependant on the skill of your chosen engineer to perform the work on your cylinder head.

So what if you simply install the Schrick cams of your choice in your otherwise stock cylinder head, this won't net you much more than anywhere from 6-10hp, that said, if you then work the ports and throats and match them to the characteristics of the camshafts profile, then a skilled engineer who knows what he is doing, could net you 20-30hp!

Remember this is all utilising the very tiny stock KO3 turbo, now when you start wanting more then you have to look at the exhaust manifold and turbo size, now when you start getting this deep, then serious working, remember earlier (BIGGER is not always best!) of the cylinder head is necessary to maximise the extra flow necessary to spool up the oversize turbo minimising lag.

Czar, will you be at MITP? Would be nice to see your Clubbie
Yes I will be a MITP, if you want to look at my clubbie, then be my guest, it looks nothing other than stock, and apart from the slightly modified cylinder head, which is on test, it looks just like any other, in fact here is a photo from February the 20th 2010, running on Continental 3 SSR runflats and completely stock.

After waiting in the pairing lanes to do a 4th run, my car shut down and would not restart, the ECU was full of water! thank goodness for warranty.

 

·
Res Non Verba
Joined
·
2,751 Posts
I was there in the evening that day (when they closed the strip due to the ice & snow :lol:) and I did see a few clubman owners there.

Interested to see what times you'll be running up the strip too
 

·
Registered
Joined
·
508 Posts
Discussion Starter #12
Sadly I won't be running, for once I am going to sit/stand and watch everybody else run, I will also be helping a fellow clubbie owner, try to sort out a niggling issue, and see if he can get into the low 14's, his personal best last year at MITP 2009 was a 14.95, and that was completely stock with the exception of a Alta open filter.

This year providing I can sort out the niggling issue, he will be using the full 247hp, he now has, he just needs to sharpen up on his gear changes and get some proper rubber!
 

·
Registered
Joined
·
102 Posts
So czar, are you using a stock MCS k03 or a JCW k03? If you have high power gains isn't the mcs k03 working out of spec and producing even more heat? How do you minimize that?
 

·
Registered
Joined
·
508 Posts
Discussion Starter #14
Well Jon, when using the stock K03 from the S and running 240-250hp, then yes it is pushing it's limit in terms of matched EVF CFM flow, and will generate more heat, and reduce the life expectancy.

I have in previous threads, suggest that anybody wanting more reliability from their turbo when pushing these extremities, upgrade to the JCW KO3 turbo and exhaust manifold, as these have a greater CFM flow.

My current road going Clubman Cooper S is running as stock, it is however my test bench for road conditions, as for my turbo for my project engine, I calculated the EVF (engine volumetric flow) and chose a twin scroll turbo to suit as a base, and then further modification was carried out to that particular turbo, to suit my project engine.
 

·
Registered
Joined
·
99 Posts
So what if you simply install the Schrick cams of your choice in your otherwise stock cylinder head, this won't net you much more than anywhere from 6-10hp, that said, if you then work the ports and throats and match them to the characteristics of the camshafts profile, then a skilled engineer who knows what he is doing, could net you 20-30hp!

Can the 2 or 3 applicable Schrick cam sets be used without piston / cylinder mods? I'm just getting started with upgrades and really want to improve on the cam. So far, all I can find is Schrick. Are there any others?
 

·
Registered
Joined
·
508 Posts
Discussion Starter #16
Can the 2 or 3 applicable Schrick cam sets be used without piston / cylinder mods? I'm just getting started with upgrades and really want to improve on the cam. So far, all I can find is Schrick. Are there any others?
If you are going to fit either of the Schrick camshaft offerings for the N14 B16 engine, then be aware, that the larger lift cams (10.7mm) will require very careful measurement, and dependant on your measurement findings, may need to remove extra material from the valve relief cut outs to your pistons!

As far as I am aware, there are no other camshafts currently offered for the mass market.
 

·
Registered
Joined
·
99 Posts
If you are going to fit either of the Schrick camshaft offerings for the N14 B16 engine, then be aware, that the larger lift cams (10.7mm) will require very careful measurement, and dependant on your measurement findings, may need to remove extra material from the valve relief cut outs to your pistons!

As far as I am aware, there are no other camshafts currently offered for the mass market.
Thanx czar. Since I'm not equipped for close measurements, I'm probably going to pass on upgrading the cams. Maybe after I get more familiar with the local Mini community, I'll discover some talented shops to handle measurements like this.
 

·
Registered
Joined
·
877 Posts
Any progress on this and if cnc'd would it be easy to replicate for anyonw wanting to restore a carbon build up head via a port and polish?
 
1 - 19 of 19 Posts
Top