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There seems to be a lot of mis-information regarding the new K series head we had on display at SEMA (http://www.k20a.org/forum/showthread.php?t=51288).
http://www.gbrtuning.com/K-ChamberExh1.jpg
First, the retail price of the bare head will be $550.00 (or less). This head isn't as complex as the B series, so if we can do the final version for less, we'll pass the price on to the customer.
The first two castings were based on the K24 TSX head that we've gained so much experience with this last year. There are many obvious port improvements that have netted roughly a 40cfm improvement in airflow on both intake and exhaust-sides of the head.
I've also made the head's deck thickness 2.0mm thicker than the factory head (with the increase being inside the water jacket). This should allow users to run much higher cylinder pressure without head gasket failure.
The intake valve seat insert is also large enough to permit machining for a full 36.0mm valve with material to spare for good seat stability. Production valve guides will be the manganese/bronze "aero-guides" we use in all the race heads we prepare here.
The port walls are thick enough to permit porting beyond the size we currently use at 398cfm.
Changes I'm making right now include a multi-flange intake face which will allow the use of RSX, Civic Si, and TSX intake and water manifolding. I'm also placing a water outlet on the exhaust-side for applications needing it. Plugs will be included for those who don't. There will also be a plate that blocks-off the EGR manifolding at the end of the head. The plate will incorporate the appropriate bolt holes for those specific applications.
In order to "do" the head, I've have to make the head work on as many applications as possible, thus keeping the stock porting at a level where it doesn't "kill" torque when used on a stock 2-liter engine. We currently have three programs for CNC porting of these (and Honda castings) for various performance levels, so we'll be offering a number of port styles as an option along with intake seats that will accept up to 38mm valves in both powdered steel and beryllium/copper (for those running titanium valves). Core plugs in the head will also be thread-in rather than press-in for additional integrity.
On the exhaust-side, several individuals requested that we fill-in the weight-saving voids between the exhaust ports to permit straight-line porting without welding, and that's an easy change I'm also making right now.
At SEMA, I requested that all of those who are interested contact me with any other changes they'd like to see.
From a scheduling standpoint, I've been told that we'll have final castings within 90 days after I submit the final design.
That pretty much sums it up. I'd also like to say that I really enjoyed the opportunity to talk with a number of you, and I'm excited at the opportunity to make this head a reality....especially in these times when money is so tight.
Larry
http://www.gbrtuning.com/K-ChamberExh1.jpg
First, the retail price of the bare head will be $550.00 (or less). This head isn't as complex as the B series, so if we can do the final version for less, we'll pass the price on to the customer.
The first two castings were based on the K24 TSX head that we've gained so much experience with this last year. There are many obvious port improvements that have netted roughly a 40cfm improvement in airflow on both intake and exhaust-sides of the head.
I've also made the head's deck thickness 2.0mm thicker than the factory head (with the increase being inside the water jacket). This should allow users to run much higher cylinder pressure without head gasket failure.
The intake valve seat insert is also large enough to permit machining for a full 36.0mm valve with material to spare for good seat stability. Production valve guides will be the manganese/bronze "aero-guides" we use in all the race heads we prepare here.
The port walls are thick enough to permit porting beyond the size we currently use at 398cfm.
Changes I'm making right now include a multi-flange intake face which will allow the use of RSX, Civic Si, and TSX intake and water manifolding. I'm also placing a water outlet on the exhaust-side for applications needing it. Plugs will be included for those who don't. There will also be a plate that blocks-off the EGR manifolding at the end of the head. The plate will incorporate the appropriate bolt holes for those specific applications.
In order to "do" the head, I've have to make the head work on as many applications as possible, thus keeping the stock porting at a level where it doesn't "kill" torque when used on a stock 2-liter engine. We currently have three programs for CNC porting of these (and Honda castings) for various performance levels, so we'll be offering a number of port styles as an option along with intake seats that will accept up to 38mm valves in both powdered steel and beryllium/copper (for those running titanium valves). Core plugs in the head will also be thread-in rather than press-in for additional integrity.
On the exhaust-side, several individuals requested that we fill-in the weight-saving voids between the exhaust ports to permit straight-line porting without welding, and that's an easy change I'm also making right now.
At SEMA, I requested that all of those who are interested contact me with any other changes they'd like to see.
From a scheduling standpoint, I've been told that we'll have final castings within 90 days after I submit the final design.
That pretty much sums it up. I'd also like to say that I really enjoyed the opportunity to talk with a number of you, and I'm excited at the opportunity to make this head a reality....especially in these times when money is so tight.
Larry
