The Sr20/Sr22vet thread

[s13silvia123]

Originally Posted by RalliartRsX

Why not just use Gixxer 750/1000 coils? They are less than 50 shipped for a set off ebay and are similar to the AEM pencil coils.

all four or a piece

[RalliartRsX]

Per set with pigtails.

[brndck]

cbr coils are dirt cheap on ebay
http://www.ebay.com/itm/2008-2016-HO...tY9Owq&vxp=mtr

[LuckyX2]

I'm using those same CBR1000 coils in my Miata. Cheap. Runs well.
The SR20VET got IGN-1As for some serious spark.

[RalliartRsX]

I think the (AEM) pencil coils are just rebranded CBR coils. Don't quote me on that, but seen lots of high HP car running CBR coils on VET

[hanzbrady]

Hey guys,

For the guys who use this thread to put together their wishlists I just wanted to mention that we've started anodizing our parts due to community demand, parts will also be laser etched in the near future. All VE swap and other billet aluminum Mazworx products will be available in clear, black, or purple at no extra cost. If there's anything else that the community would like let me know!

[RalliartRsX]

Cool! I have on of your tensionsers and now need a pickup to complete the VE swap list

[hanzbrady]

Originally Posted by RalliartRsX

Cool! I have on of your tensionsers and now need a pickup to complete the VE swap list

PM me, I have them in stock and can give Zilvia pricing!

[livelovesole]

Have you guys encountered any pros and cons using cbr coils and ign-1a coils? I'm a little stumped on which to get and can use the advice/ recommendation.

[jr_ss]

The AEM, CBR and others of the same style are all Denso Coils.

I have not had an issue with my CBR coils. I originally had AEM COILS, but couldn't justify spending the money on one coil that I could get a set for.

[LuckyX2]

Considering I'm multiple thousands of dollars into my VET, saving ~$150-200 by going with CBR coils instead of IGN-1As didn't seem to be a big deal to me. I was already blowing out LS coils, so I figured I'd just go with the strongest and be done with it forever.

The CBR coils would probably work, yeah, I just wanted that extra insurance. If I had gone back to the dyno with the CBR coils and had blowout again, I'd have been pissed.

[s13silvia123]

Originally Posted by LuckyX2

Considering I'm multiple thousands of dollars into my VET, saving ~$150-200 by going with CBR coils instead of IGN-1As didn't seem to be a big deal to me. I was already blowing out LS coils, so I figured I'd just go with the strongest and be done with it forever.

The CBR coils would probably work, yeah, I just wanted that extra insurance. If I had gone back to the dyno with the CBR coils and had blowout again, I'd have been pissed.

This is what i'm doing as well I'm not too confident with my P12 coils

[livelovesole]

Originally Posted by LuckyX2

Considering I'm multiple thousands of dollars into my VET, saving ~$150-200 by going with CBR coils instead of IGN-1As didn't seem to be a big deal to me. I was already blowing out LS coils, so I figured I'd just go with the strongest and be done with it forever.

The CBR coils would probably work, yeah, I just wanted that extra insurance. If I had gone back to the dyno with the CBR coils and had blowout again, I'd have been pissed.

I know exactly what you mean. I'm aiming for around 550ish hp and if cbr/ denso coils can get the job done it'd be nice to save a few extra bucks and have more of a stock look that'd be a plus, but if IGN's are a guaranteed hit, then i shouldn't really have consider anything else

[hanzbrady]

Something for you guys to geek out over. We now have a flow bench and 5-axis machine in the shop so we have the capabilities to test all of the SR or any engines head(s) and produce a repeatable accurate port.

[brndck]

hanz that's a bone stock p11 head?

[hanzbrady]

Originally Posted by brndck

hanz that's a bone stock p11 head?

That was a bone stock P11, the P12 flows no better (depending on casting quality give or take 5 CFM.). The P12 intake port simply looks more efficient due to the shaping of the area around the fuel injector. This is why we always recommend the P11 head because they're cheaper, more accessible, and have a vast aftermarket where the P12 has non of those advantages.

We'll also be flow testing the DET heads at variable port "stages" to show that the money is better invested in the VE. Intake manifold testing is also on the schedule to show advantages of various designs in numerical values no simply theory.

[s13silvia123]

i wonder what cfm's a ported p11 or p12 get after a full porting job done.

[hanzbrady]

Originally Posted by s13silvia123

i wonder what cfm's a ported p11 or p12 get after a full porting job done.

I should have those graphs next week

[RalliartRsX]

Originally Posted by s13silvia123

i wonder what cfm's a ported p11 or p12 get after a full porting job done.

Well, the P12 head cannot be ported to the degree of the P11 due to the coolant port above the intake ports on the P12 head

[brndck]

Originally Posted by hanzbrady

That was a bone stock P11, the P12 flows no better (depending on casting quality give or take 5 CFM.). The P12 intake port simply looks more efficient due to the shaping of the area around the fuel injector. This is why we always recommend the P11 head because they're cheaper, more accessible, and have a vast aftermarket where the P12 has non of those advantages.

We'll also be flow testing the DET heads at variable port "stages" to show that the money is better invested in the VE. Intake manifold testing is also on the schedule to show advantages of various designs in numerical values no simply theory.

if you wanna test a prl billet manifold, I can send you mine

[jr_ss]

It's great you guys have FINALLY acquired a flowbench. I had mine done years ago, so nothing new to note on the numbers you've produced. However, I'm very interested to see what a ported head, in their various stages, can produce. There is a bunch of mixed information on what a well ported P-head can flow.

[RalliartRsX]

Originally Posted by jr_ss

It's great you guys have FINALLY acquired a flowbench. I had mine done years ago, so nothing new to note on the numbers you've produced. However, I'm very interested to see what a ported head, in their various stages, can produce. There is a bunch of mixed information on what a well ported P-head can flow.

Not quite fully worked K Series, but close. K series has the deck height advantage. I have seen a few actual "comparisons" in the past

P.S Just saw flow numbers of a stock P11 head with stock IM vs GATO manifold. Summary of results: stock IM sucks (on a bone stock NA setup). When turbo it doesnt matter as much

[Kaisen]

So I've just got my car tuned and dynoed. It's pushing about 260 rwhp, running on a stock turbo and boosting 1.2 bar. Is this roughly the figure I should get on this setup? Or should I be seeing higher figures? Let me know if I missed out any info

Mods are:
CP VE pistons 86.0x9.0:1
Spool Con Rods
P11 head and cams
Supertech valve train
ID 725 injectors
walbro 255 pump
stock turbo
1.2bar

[hanzbrady]

Hey guys as promised here's a stage 4 CNC ported P11 head vs a bone stock P11 head.

[s13silvia123]

Hanz., are you going to flow test a P12 Head as well

[hanzbrady]

Originally Posted by s13silvia123

Hanz., are you going to flow test a P12 Head as well

Well due to the lack of them on hand, especially any with work done I don't see that being done anytime soon. I can tell you that it would flow within 2-3% of the P11 though. They're not what the internet hypes them up to be.

[s13silvia123]

I was looking for stage 4 flow numbers so i can compare mine later on

[RalliartRsX]

Originally Posted by s13silvia123

I was looking for stage 4 flow numbers so i can compare mine later on

Can the P12 head even be "machined" to stage 4?? As mentioned above, they have the water jackets right above the combustion chamber, so you are already limited in that sense and you cannot machine the P12 to the extent of the P11.

Also, as we have mentioned (hanz and I), lb for lb for P12 head does not perform much better than the P11, especially if you "upgrade" to P11 (int) valves. One of the reasons the P12 flowed more was due to the int valve stem diameter being .5mm thinner than the comparable P11 in addition to 30mm exh valves on the P12 vs the 29mm on the P11.

[hanzbrady]

Originally Posted by RalliartRsX

Can the P12 head even be "machined" to stage 4?? As mentioned above, they have the water jackets right above the combustion chamber, so you are already limited in that sense and you cannot machine the P12 to the extent of the P11.

Also, as we have mentioned (hanz and I), lb for lb for P12 head does not perform much better than the P11, especially if you "upgrade" to P11 (int) valves. One of the reasons the P12 flowed more was due to the int valve stem diameter being .5mm thinner than the comparable P11 in addition to 30mm exh valves on the P12 vs the 29mm on the P11.

Well the biggest benefit in our stage 4 is the aftermarket valve seats and custom valves, that's where you're gaining a lot of flow. As per machining it to the extent of the P11 that's not possible and even if you could, you wouldn't have the aftermarket to support it. We actually plan to push our stage 4 for the P11 further into the 350+ CFM range but that will come with R&D.

Another downfall to the P12 head is that you can't get our awesome 8 injector billet intake that utilizes a single rail to fit (spoiler we're making 1 piece billet lower intakes for ALL SR20 platforms now, pictures coming soon, also they will be able to be anodized as well, mic drop.)

[jr_ss]

Hanz, what was the exhaust side flow numbers on that head? If anywhere needs work, it would be on the exit side of the head to increase velocity through the head. That would aid in spool up tremendously.

Just so people are aware, this is a 90mm bore drawing these numbers. A smaller cylinder is going to effect overall numbers. Any chance you have a standard bore to produce numbers on? I understand you've probably CNC'd the combustion chamber for this head. However, it would be beneficial to have numbers on a head that doesn't go "balls to the wall".

Keep me posted on the development of your "product" you contacted me about. I will need some lead time to get the car to you and square some things away with you guys.