http://www.k20a.org/forum/showthread.php?t=3263
IPS-Kme specifications:
Low Speed:
Intake
280º advertised duration
.404" gross valve lift
Exhaust
273º advertised duration
.359" gross valve lift
High Speed:
Intake
308º advertised duration
.523" gross valve lift
Exhaust
300º duration
.455" gross valve lift]
Going from skunks to KME, k10 or KXV depends on the header and head.. KME are more more stock heads and simple builds... k10 like a ported head.. KXV will make more than k10 with the right head and otehr parts...
I did see a graph once posted on here where KME made better midrange than skunk3... but it all depends..
KXV will make the most if you can get a piston to fit it.. either custom pistons with valve relief or modified piston with deeper valve reliefs...
On top of the raw gains in power that a KXV will make over a k10, there is more power to be found in a better head or a KXV spec head.. Being that the KXV is 0.5mm higher in lift than a k10, there are some things that can be done to increase the horsepower output....
So basically KME for simple builds with stock heads or motors that want to retain 50 VTC... and aroudn 12.5 compression....
or k10 for ported head on off the shelf pistons... of KXV for the best kseries all motor tuning has to offer in my opinion for a streer/race car with full vtec implementation.
Once my motor is running soon, I might take the time to illustrate some really interesting case studies.