im undecided after much study into what I could do improve the flow.
Well so far raising the ports with bias to increase the flow and speed.
This time leaving the inlet plugs and remove exhaust side plugs.
Exhaust side plug area will be filled.
This will keep the swirl tighter and away from the bore walls.

The other day went to check out a kawasaki zx14 head and all the water
galleries and bore line up. Head bolts where close apart from the 2 back
and the 2 front ones but the block has space for them. Maybe in the future.

http://datsun1200.com/modules/newbb/v ... id=363812#forumpost363812
KAWASAKI 16V HEAD TRIAL

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I've seen that durafix stuff before, I'm well impressed but i'm a little skeptical that if you can melt it with a butane torch that it would be up too combustion and exhaust temperatures. What would combustion temps get up too.
Also whats the melting temp on it, I can't remember now.

http://www.eng-tips.com/viewthread.cfm?qid=153619&page=7
according to the durafix website working temp is 732 deg F. The thread above one of the guys is saying his WRX has recorded temps up to 1600 deg F. Either was its safe to say they would be above the durafix melting point which despite there demostration would suggest that it would be unsuitable for building up combustion chambers or re shaping exhaust ports.

The durafix is for the inlet port area, tig will be for the CCs.

CAs are compact. Would be 46.5cm tall w/ ZX14 quacka head (-6kg lighter than ca18sohc head)
Block and sump as you see it 39kg, Crankshaft 13.5kg, Head complete with bolts 16kg, rods & slugs bout 8kg, bearing caps 1kg, Custom flywheel 5.5kg, custom clutch 6kg, alte & dissie 7kg, custom in mani & headers 8kg, oil/water pumps 1kg. So far around 105kg +/-2kg. SR20 block bare is -9kg so about right to quote a race SR about 100kg.

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Read another SAE paper that said combustion chamber temps average about 450 to 500 deg F so durafix would probably even be alright for CC, though TIG would definitely be the way to go, I'd prefer a bit larger margin of error.
CA blocks have the same deck height (or near enough from memory) as an A15, they real are a tiny wee motor for an 1800

Thanks Nick thats what I read a while back also hence the questions.
I will have to get the CC tigged to make sure.
Here is a link to a very cheap generic plenum for those interested
in custom plenum adaptions fabrication.
http://www.xcessivemanufacturing.com/merchant.ihtml?pid=90&step=4

Quote:
Peak temps are much higher.

Tig it is for sure! also will have to tig exhaust side

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hey ddgonzl, if you have a flick through that article, the measured peaks were only around 500 deg F. Not much higher than the average

Im still going to use tig and treat the chambers valves with heat proof coating.

After looking seriously at the zx14 head it will be easier to fit it on than I
first thought but then I wont be able to bore to 87mm as the head chambers are
to wide on the kawa head and valve inclination is about 17 degrees close to flat.
The ca20 soch cam head will allow me to bore to offset bore 87mm.
So for 1988cc it will be better to go the 8v head than stay at 1809cc with 16v.
Then I can also turbo the engine for more with the ca16de block and 87mm bores ;)




Kawasaki ZX14 06-08

Bolt Size - 8mm SPS

Length - 4.429"/112.50mm

PE Width - 0.750"/19.05mm

BE Width - 0.931"/23.65mm

BE Bore - 1.6144"/41.006mm

Pin Dia - 20mm