WIcked 205 Head under construction !

WRX2PUG

100hp would be about the same amount of power @ the wheels as a Pug 306 Style with the 2.0L 16v motor (which is rated at 96kw or so from memory).

That would be quite sweet in such a light car.

Cheers,
Adrian

<small>[ 29 July 2002, 08:00 AM: Message edited by: ntrx ]</small>
 
I didn't think there was any interest, and 8 valves had died a natural death. Glad to see some interest! If people are keen, I'll keep going. The original aim was to get 100hp @ the wheels, which is appox. equal to 100kW (135hp) flywheel, using the stock ecu and cam. I think it's achievable given a stock UK 1.9 GTi was "supposed" to have 130hp. The remachined head will have higher CR (aiming for 9.5-10:1) and better combustion swirl. I'm going to use the stock valve sizes first, then try larger valves later on. New big valves will add big $ to the project. A friend has a new cam ready to add to the package, which should be good for another 10hp, hopefully still with the stock ecu.

I'll keep you all posted.
 
Keen to hear how things develop. Definitely interested in more KW evil but not keen to bolt in twin cam mallet . What sort of cost can we expect?
 
I'd expect an exchange head will be $1500 -$2000. Won't know for sure until I find out the CNC machining costs.
 
Yes, but that didn't include welding up the chambers and CNC machining. Did your's include guides, seats, valves, cam, springs and shims?
 
Custom lengthened valve stems, so no shims. Yes it included valve springs, guides and seals not to mention the custom ground cam aswell !!!

Any CNC time will cost.......... but im sure it will flow !!!!

dance Daniel.
 
Did you have it dynoed after the mods and if so, I'd be interested in how much improvement you got. I think a lot of people would like to breathe some more power into their 8v as MI16 motors seem hard to find/expensive :rolleyes: in Oz.

Cheers
Steve
 
James - is $800 NZ a really good price??
What would you suggest i should pay in australia to get done to my head what was done to yours?
(minus the cam)
cheers,
cheers!
Dave
 
I emailed an engine shop about getting my head done up (big valves, 3-angle seats, porting) and these were the prices he gave:

DAVE
WE MANUFACTURE VALVES SO MAKING VALVES FOR YOUR HEAD IS NO PROBLEM THE COST IS $66 EACH.
YOU WILL NEED LARGER INSERTS FITTED AND POSSIBLY MANGANESE BRONZE GUIDES.
INSERT ARE $33 EA AND GUIDES ARE $22EA.
PORTING ON ONE OF THESE HEADS COSTS $660.
WE DO A LOT OF PEUGEOT HEADS BUT I MUST ADMIT I AN NOT CONVERSANT WITH MODEL IDENTIFICATION.
WITH THANKS
JOHN

is this a bit expensive? considering James got his done for 800 bucks NZ???? (including cam) eek!
I have seen some people reccomend Liddle's head engineering. How are their prices? any ideas?
Any other places around brisbane that i should get in touch with??
thanks for help in advance,

Dave
 
Hey Dave, that sounds very much like Chiltons Engineering to me. They did the work on my MI16 head for me. I wouldn't use anybody else in Brisbane.

Cal.
 
I got 121 bhp at the wheels on an early 105bhp car. You may well get there Peter with the standard valves, but whileI was there I found 8 valves amazingly cheap to get made. Four would do. My car had bags of torque too. I made 10.6:1 compression, which gave the car a great feel.
 
Here's an update on the head. Chambers have been milled. Just waiting for new oversize stainless valves to arrive. Then I'll hand finish the chambers/deck/port/polish etc.

<img src="http://intranet.kings.edu.au/~pwt/205mill.jpg" alt=" - " />
 
Update:
the CNC program took more volume out of the chamber than I'd planned for. With a std. head gasket and std. pistons, CR will be 9.6:1. Good enough for a road car, but not enough for a large camshaft. So I'll have to save some more pennies for some flat top pistons.
 
Although my understanding of cyliner head combustion shape and flow dynamics are limited compared to some, I would have thought that scallping the two valves into the combustion chamber would have reduced the all important flow through effect that occurs when the inlet valve opens whilst the exhaut valve is still open???

on a tuned exhaust, as the exhaust gasses leave the combustion chamber, these gasses leave a slight low pressure (or vacuum) in their wake, this helps draw in the incoming intake charge and improve volumetric efficiency (sometimes above 100% with the right cam overlap and head design.

By placing a ridge between the two valves, the excess turbulence as the intake air tries to fill the vacuum created by the departing exhaust gases will reduce the effect of this free atmospheric supercharging and reduce V/E\

Just a thought??? :confused:
 
yeah i see what your saying i didn't know about that thing but I thought that instead of the gasses just going straight in and towards the head, thus using only the part of the head between the inlet and exhaust the shape forces the gas to "swirl" around the headusing all the space and therefore atomising better. Then they fill in the parts that don't really ever get much fuel to them and increase compression. Just a bit of a guess.
 
A good cylinder head design should have a combination of "swirl" , and "tumble"

swirl is usually created by positioning a valve to one side of a chamber (this is why 2 valve heads have better natural torque characteristics than 4 valve heads) whilst tumble is related to the angle of the valve and runner in the head.

The Pug head does this naturally anyway. IMHO, I feel that more would have been gained by simply filling and machining the off side of the chamber to raise the C/R just slightly polishing the head. Fitting hi comp pistons would be the best scenario although cost would have gone up....

Obviously by upping the C/R some gains in power will be made, but I think that it will be a bit disapointing when its on the dyno :(
I have seen this approach used from time to time when I used to help out a mate with his clubman spanner , and I have never seen one outpreform a standard shape combustion chamber with high comp pistons... :(

I will stand corrected if the thing turns out to be a bullet....and I really hope I'm wrong cause it looks like a bit of work has gone in to it.

regards,
 
The std. S1 205 chamber is a poor design and thus the reason for the modification. I intend to do a full A/B test, swapping the valves and cam from my current setup.

There was firm in UK which did a similar modification on the 130hp engine. It was sold as a 205 Cheetah. They claimed an additional 20hp using std. valves and camshaft.

<small>[ 02 August 2003, 06:33 PM: Message edited by: PeterT ]</small>
 
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