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Old 01-04-2014, 11:41 PM   #161
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Our CNC head has the same chamber volume as stock so it does not change compression ratio. Decide what ratio will work for you.
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Old 01-29-2014, 11:59 PM   #162
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I keep looking at these heads on the 949 site and waiting for a dyno comparison. Any chance we'll see results in the next month or so?
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Old 01-30-2014, 01:22 AM   #163
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Originally Posted by 6speed View Post
I keep looking at these heads on the 949 site and waiting for a dyno comparison. Any chance we'll see results in the next month or so?
Sounds like you are hung up on seeing a specific result before making a decision. I can understand that. The difficulty in publishing test results, as I'm starting to realize, is just what results to publish. We're a small company so building several complete $7000 test engines just to create one .pdf is difficult to amortize. Key in this is that we offer more than one configuration. +1 O/S exhaust valve and +2mm O/S exhaust valve. The +2 head won't really do much more than the +1 head on an otherwise stock bottom end and simple HPDE style build. It will however, make a bunch more power than the +1 when it has ITB's, big cams and whatnot. We also offer both BP4W and BP6D heads.

So, what I have settled on is a baseline from an HPDE style build like that in our 95R. Stock long block, I/H/E and ECU. Swap for BP6D +1 O/S head and stock cams. The +2 O/S head will not get any comparison because no relevant comparison with a stock long block can be made. The +2 O/S head requires special pistons or at least custom machining of whatever OTS pistons you're using. That affects combustion too much to do meaningful A/B with a stocker.

Anyway, we are still working on getting A/B test done. The +1mm O/S intake & exhaust CNC head flows an average of 13% more. That translates to just under 10% power gain based on previous tests. So your 140whp OEM long block build becomes about a 153whp engine by swapping our base CNC head on. Add cams and the A/B percentage jumps a bit.

The +2mm O/S exhaust (+1mm O/S intake) head is really for those with either boost, big revs, big cams or all of the above. IOW, if you really need the +2 head, your build willl be so far from stock that anything I publish won't be relevant. We do hope to get 210whp and about 170tq out of the current 2.0L engine we're putting in the OGK.
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Old 01-30-2014, 06:13 AM   #164
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Do you have flow numbers at 28" of water for stock BP4W head? I never flowed mine before porting and machine work, All i have is numbers after.
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Old 01-30-2014, 01:39 PM   #165
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Do you have flow numbers at 28" of water for stock BP4W head? I never flowed mine before porting and machine work, All i have is numbers after.
From memory, 204cfm @ .350 valve lift, BP6D is the same. Our CNC head has a greater increase at at mid valve lifts than peak lift so curtain area is better. Optimized for stock to slightly larger cams. The +2mm O/S is optimized for bigger cams so it's greatest increase over stock is shifted up about .050 over the +1mm head
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Old 01-30-2014, 01:46 PM   #166
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Do you have flow numbers at 28" of water for stock BP4W head? I never flowed mine before porting and machine work, All i have is numbers after.
I'm guessing that unless the test is conducted on the same test apparatus there will be a significant margin of error. I know there shouldn't be, but there probably is... much like one chassis dyno to another.

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Old 01-31-2014, 12:59 AM   #167
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still waiting on my head. first world problems: when will I get some head?
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Old 01-31-2014, 06:09 AM   #168
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Originally Posted by sixshooter View Post
I'm guessing that unless the test is conducted on the same test apparatus there will be a significant margin of error. I know there shouldn't be, but there probably is... much like one chassis dyno to another.
Yeah your probably right, they are calibrated but climate effects flow readings too. Im happy with the port work on my head, Just curious what stock flow was like.
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Old 01-31-2014, 09:16 AM   #169
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Yeah your probably right, they are calibrated but climate effects flow readings too. Im happy with the port work on my head, Just curious what stock flow was like.
Don't leave us hanging.. We know the calibration is going to be off, but just for curiosity, what results did you get with your head?
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Old 02-01-2014, 09:14 PM   #170
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my head is flowing 247cfm @28" of H2O at .500 lift, my intake cam was .495" lift. exhaust side was in the 230's i think. I don't have my flow sheets in front of me.
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Old 02-11-2014, 07:22 PM   #171
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Inconel is shiny. I like shiny things. This is a +1mm O/S head. The +2mm O/S exhaust head looks basically the same. Click the picture for more info.

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Old 02-11-2014, 08:02 PM   #172
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is that mine? cant wait to get my pig back together
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Old 02-11-2014, 08:19 PM   #173
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is that mine? cant wait to get my pig back together
That's yours. Sorry about the drool.
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Old 02-11-2014, 08:22 PM   #174
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awesome! don't you have enough of your own stuff to drool over? haha
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Old 02-11-2014, 10:18 PM   #175
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Quote:
Originally Posted by emilio700 View Post
Inconel is shiny. I like shiny things. This is a +1mm O/S head. The +2mm O/S exhaust head looks basically the same. Click the picture for more info.

Very Very Nice!!
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Old 03-14-2014, 03:09 AM   #176
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Just finished tuning with my new "supermiata CNC head". Mine has stock bp4w cams and +1 valves
Engine setup:
85mm 11:1 wisecos
racing beat header
2.5" exhaust terminates by rear axle
Vics manifold. Locked in the low rpm setting
skunk2 TB for throttle shaft security only
intake pipe about 23" long going over to pass headlight area.
diypnp ms2
batch fire/ wasted spark

Im happy with this:
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Old 03-14-2014, 09:02 AM   #177
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Quote:
Originally Posted by circuitmstr74 View Post
Just finished tuning with my new "supermiata CNC head". Mine has stock bp4w cams and +1 valves
Engine setup:
85mm 11:1 wisecos
racing beat header
2.5" exhaust terminates by rear axle
Vics manifold. Locked in the low rpm setting
skunk2 TB for throttle shaft security only
intake pipe about 23" long going over to pass headlight area.
diypnp ms2
batch fire/ wasted spark

Im happy with this:
That looks better. Unless you plan to de-tune it for classing, you might be able to open the VICS around 7k to keep the HP from tapering off and to hold that horse level all the way to redline.

So everyone knows, this is on e85.
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Old 03-14-2014, 09:14 AM   #178
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Quote:
Originally Posted by sixshooter View Post
That looks better. Unless you plan to de-tune it for classing, you might be able to open the VICS around 7k to keep the HP from tapering off and to hold that horse level all the way to redline.

So everyone knows, this is on e85.
He should be able to open it at 5300ish and get a bit more from there up. I really wonder if there might be a benefit to playing with closing it back up at higher than stock rpms. That would require some testing.
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Old 03-14-2014, 09:28 AM   #179
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He should be able to open it at 5300ish and get a bit more from there up.
Yes, everybody knows that. He is looking to keep a flat HP curve for classing in TT or PT with NASA. That is why I said after it starts to drop off he might could open VICS and pick up enough to keep the curve flat but not increase the max numbers.
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Old 03-14-2014, 09:46 AM   #180
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But he could also do that before the peak as well.
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