Quote:
Peak temps are much higher.

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

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

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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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.

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.

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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Yes I thought the same but the ca16 has more meat in
the bore walls to be taken out to ca18 specs.
I didnt get the photo posted it didnt work here goes again
the idea is to fit the ca16de block with either bigger bores
or offset sleeved for z22 or other 87mm pistons.
Either 1809cc or extra 1988cc with stock stroke.

Also can anyone help me with tensioner info?
Im going from the twin cam to sohc
det block, ca20e head
is the green circle below all I need for the sohc conversion?
It has a tap or part of a bolt in it, I will have to tap out.

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Block choice of CA16 would be lighter weight wouldn't it? Then bore it out to take CA18 pistons.

Block choices ca16de vs ca18de

Here is the head that Im using a ca20e thats had about 250 grams removed and shaved
to make way for the other 250grams to be added. I will clean smooth it up later.

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