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I´m looking for a head for my european S14a Silvia, does anyone know what´s exactly needed to get a head working (all parts including the head itself)?
Will VE heads work or do I need to get a VET head?
And will I have any off- or on-boost advancements over my DET with cams?
ummm, where you gonna put your distributor? If i am not correct, the ve head raises compression. good luck man. Why don't you find a s14 blacktop or s15, they are already equipped with ve more or less.
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he might be trying to build a motor like the infamous ls/vtec..using a high comp. head and a low comp block then adding a turbo is going to require alot of research and testing.ive seen ve turbo motors here on the forum.can he just use the internals from a bb and place them into a ve block?i think ull be better off getting a ve and installing low comp. pistons.
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problem with putting a VE head on the Silvia block is that the VE was never in a RWD car, so it isn't mounted right. The distro and the intake manifold would both face directly into the firewall and so you'd either need to alter them or get new ones or something.
S14 and S15 don't have NEO VVL though, thats false. They have a timing altering system, but not changable cams.
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If he keeps the Silvia electronics the CAS will easily clear the firewall with a little persuasion with a malet on the firewall, after ofcorse you mate the FWD dist tooth thing and the RWD CAS. Coolant lines can be fabbed easily and I have even seen people run their intake into their glove box area. Putting a FWD motor in a RWD car... it would almost be easier to fab a new manifold though. BAM, then use the Greddy MSS or a Vtec controler and you are all set. That is assuming the head's holes line up to the block's.
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If I´d make a custom intake and take care of the compression levels, should it work?
And where´s the distributor lacated? Talking about the spark energy thing or what? Can´t think of any other "distributor"...
Stuttgart eh? I've got a friend over near there working for Bosch actually. I live in Munich, working for Siemens. Always good to see more D plates
Ultimately the problems I already stated remain. If you change the head you'll have to either get a custom intake manifold, make a pipe that makes a u-turn right before the intake manifold to use the VE manifold, or have the current intake manifold and not have the ports match up, which could cause all sorts of problems. Not to mention, you'd have to run the oil galleys as well, which would be their own headache.
In reponse to your earlier question about gains, the main thing would be that you could get pretty strong high end cams while not losing much drivability. However, turbo engines don't take to cams as well as N/A engines do, so I'm not sure how much that would apply to you.
Ich hab' keine Ähnung, wie du mit so ein Auto dein TÜV-schein kriegst.
Stuttgart eh? I've got a friend over near there working for Bosch actually. I live in Munich, working for Siemens. Always good to see more D plates
Whoops - threadjack - I have an aunt working for Bosch nearby in Crielsheim. My wife and I loved Munich - so easy to drive around despite the ancient rd network. - sorry, back to the Frankenmotor discussion.
Robin
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Bosch? That´s where my cousin and my sisters husband work
I guess making the intake fit is not the main problem and could be made somehow, but what the hell are the "oil galleys" you mentioned?
About power gains, hoped to get some more mid-range torque and top-end hp.
By the way, where should be the problems with the German TÜV? I just asked for a possibility to register my rear battery, FMIC, BOV, K&N induction & 3" Exhaust, and are quite optimistic to succeed here.
And the head...well...bring me a single "TÜV Prüfer" that will see the difference, if he even knows the car itself!
