Unicorn Headers, Oval throttle ITBs & Highest Flowing Headwork
08-19-2012, 08:53 PM
#13
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Yes if have an experienced tuner you can have good cold starts. We can provide direction on where to set things a Wide Open Throttle, but every car is different. If you tune based on TPS (alpha N) with MAP correction, you should get good cold starts as well as idle. Ours idle at 900 on a 360 HP+ engine.
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08-21-2012, 06:30 PM
#16
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09-13-2012, 05:44 AM
#18
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Question about the headwork: it looks like you only offer the welded and CNC’d chambers on the 89mm bore version. So no compression bump for the stock bore? Is it possible to get the welded/CNC’d chambers on the stock bore by paying the $300 difference?
Thanks for all the work you guys have done on this!
Thanks for all the work you guys have done on this!
09-13-2012, 05:56 AM
#19
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We can get a small compression bump on stock chamber by milling the head. This will have a similar effect as a thinner head gasket, maybe a few tenths.
The main purpose of welding the head is to change the quench pads and designing a pent roof for better flame propagation. Do do this right, the the quench and pent roof design become flush with the head face. The problem is, the S2000 pistons actually come above the deck and into the chamber. The F2XC is one of the few engines in the world that does this. So if we welded the head, the stock pistons would slam into the quench/pent roof. We could try to weld just the center of the chamber, in vaulted area of the valves, but the effect we are trying to achieve would be minimal. Also, welding additional material around the valve seats would slow down airflow. We like to do this on 89mm chambers as I have more room around the seats to weld material in and not effect air flow. So I dont want to waste anyones money or time to weld chambers on a 87mm head with stock pistons.
Does that make sense? You would need have after market pistons/rods to do this right.
Either way, we can get great gains with 87mm head and mill it a little to get a few tenths of compression.
The main purpose of welding the head is to change the quench pads and designing a pent roof for better flame propagation. Do do this right, the the quench and pent roof design become flush with the head face. The problem is, the S2000 pistons actually come above the deck and into the chamber. The F2XC is one of the few engines in the world that does this. So if we welded the head, the stock pistons would slam into the quench/pent roof. We could try to weld just the center of the chamber, in vaulted area of the valves, but the effect we are trying to achieve would be minimal. Also, welding additional material around the valve seats would slow down airflow. We like to do this on 89mm chambers as I have more room around the seats to weld material in and not effect air flow. So I dont want to waste anyones money or time to weld chambers on a 87mm head with stock pistons.
Does that make sense? You would need have after market pistons/rods to do this right.
Either way, we can get great gains with 87mm head and mill it a little to get a few tenths of compression.
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