Bump.
The B230 intake manifold is crap for flow out of the box and only slightly less crap when ported(it's worst near the injectors). The runners are just too small for great performance and will hold you back, so yes, the K-Jet manifold is better(straighter, larger diameter runners as well as a larger plenum). Some say that the throttle directly under the plenum is good, and others say it’s horrible(including Erland Cox). It is not ideal for air to have to make a 90 degree turn, but good power can be made even with the throttle underneath. We have a 90 degree elbow coming off of the stock TH opening and going to a 960TB with an 850 throttle plate at the moment in the General Leif and it would be over 165whp if we put it on the dyno in the current setup.
I like the idea of injectors in the head, but maybe there is a reason they don’t do it like that on modern cars anymore, aside from direct injection anyway.
Some of the Swedes(Erland) are going away from recommending larger valves for all but the most extreme engines. We’re still using stock valves but in a 405 head that mister Culberro here has played with for us.
For the K cam, you could maybe get away with more than .040” off the head and a .036” gasket, but realistically you will likely need to change your ignition timing. Factory ignition timing was more than needed by 4 degrees when we were around 11.3-11.6:1 with the Enem K13 camshaft at 155whp or so last year. We also blew up our 2.6L stroker a couple years ago and I’m not certain if it was because of an oiling problem, a ground crank problem, or running close to stock levels of ignition timing problem. Maybe so the above! That was a total bummer to have it blow up only 30 minutes into a race weekend.
10.5:1 SCR is probably all I would try to go for if you don’t have the ability to tune the ignition timing(I could maybe burn you some basic chips if wanted at some point). That would be around a 48cc chamber. If you’ll go with a more aggressive cam at some point, you would want to go higher. The common ticket is shave 2mm from the head(with a stock head gasket) in Europe when putting a real, although still smaller, cam in these cars. Larger than the K but still far from wild. They have better gas available to them, but even still it should be ok on our pump gas as long as you keep the timing in check. Do you have an Ostrich and can you go to a dyno? Lol.
Here’s the SCR calculator I’ve been using mostly, and some different SCR calculations with varying cylinder head combustion chamber volumes assuming your pistons are approx. .010” above deck like seems common foe B230s in my experience.
https://www.csgnetwork.com/compcalc.html
The B230 intake manifold is crap for flow out of the box and only slightly less crap when ported(it's worst near the injectors). The runners are just too small for great performance and will hold you back, so yes, the K-Jet manifold is better(straighter, larger diameter runners as well as a larger plenum). Some say that the throttle directly under the plenum is good, and others say it’s horrible(including Erland Cox). It is not ideal for air to have to make a 90 degree turn, but good power can be made even with the throttle underneath. We have a 90 degree elbow coming off of the stock TH opening and going to a 960TB with an 850 throttle plate at the moment in the General Leif and it would be over 165whp if we put it on the dyno in the current setup.
I like the idea of injectors in the head, but maybe there is a reason they don’t do it like that on modern cars anymore, aside from direct injection anyway.
Some of the Swedes(Erland) are going away from recommending larger valves for all but the most extreme engines. We’re still using stock valves but in a 405 head that mister Culberro here has played with for us.
For the K cam, you could maybe get away with more than .040” off the head and a .036” gasket, but realistically you will likely need to change your ignition timing. Factory ignition timing was more than needed by 4 degrees when we were around 11.3-11.6:1 with the Enem K13 camshaft at 155whp or so last year. We also blew up our 2.6L stroker a couple years ago and I’m not certain if it was because of an oiling problem, a ground crank problem, or running close to stock levels of ignition timing problem. Maybe so the above! That was a total bummer to have it blow up only 30 minutes into a race weekend.
10.5:1 SCR is probably all I would try to go for if you don’t have the ability to tune the ignition timing(I could maybe burn you some basic chips if wanted at some point). That would be around a 48cc chamber. If you’ll go with a more aggressive cam at some point, you would want to go higher. The common ticket is shave 2mm from the head(with a stock head gasket) in Europe when putting a real, although still smaller, cam in these cars. Larger than the K but still far from wild. They have better gas available to them, but even still it should be ok on our pump gas as long as you keep the timing in check. Do you have an Ostrich and can you go to a dyno? Lol.
Here’s the SCR calculator I’ve been using mostly, and some different SCR calculations with varying cylinder head combustion chamber volumes assuming your pistons are approx. .010” above deck like seems common foe B230s in my experience.
https://www.csgnetwork.com/compcalc.html
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