zetec head spec for 500+
05-01-2015, 06:41 PM
#41
how does the head stay togethe ron the standard parts , i had sme problems as sid , id snap rockers 2 at a time , snapped caps, colets coming off, dropped a valve a few times, pulling studs out head stripping threads off studs that was at 360bhp? 21 psi , now im on roller rockers with inserts in the head ive not had a problem , do u not have problems with head lifting ?
360bhp @21psi
You still 1600cc?
06-01-2015, 09:24 AM
#46
PassionFord Regular
lee seems to be steering away from zt's and the older fords and aiming for newer st's & rs's. Hes build a zt for me but mine seems to keep getting pushed back for the newer cars hes working on.
06-01-2015, 10:05 AM
#48
PassionFord Regular
Yeah he seems to be really push the syvesc at the minute so best of luck to him. Was your cortina outsise his unit for a while? Remember seeing one there a few times?
07-01-2015, 02:19 PM
#50
Regular Contributor
Thread Starter
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07-01-2015, 02:23 PM
#51
1/4 mile beasty!!!!
07-01-2015, 02:35 PM
#52
Regular Contributor
Thread Starter
PM'D YOU
cheers
scott
Last edited by Scott_Rst; 07-01-2015 at 02:43 PM.
07-01-2015, 03:36 PM
#53
PassionFord Post Troll
07-01-2015, 03:40 PM
#54
Regular Contributor
Thread Starter
08-01-2015, 09:35 AM
#55
PassionFord Post Whore!!
I'm not saying your power is wrong but just because you have a graph doesn't really mean much.I have one for a n/a fiesta st170 running gas showing it made 380hp and about the same torque on a dyno dynamics dyno. Real power is only 260hp it climbed up the front roller when the gas came in giving the high reading .
I'd deffo swap to a zetec head at your power tho the cvh as stu and others have said is nothing but problems at anything close to your quoted power
I'd deffo swap to a zetec head at your power tho the cvh as stu and others have said is nothing but problems at anything close to your quoted power
08-01-2015, 09:43 AM
#56
PassionFord Post Whore!!
The only problems I've ever seen with plugs on a zetec is on old ones that were machined to take cossie plugs they can crack into the water gallery. Since the mk1 focus rs came along theres no need to go down the road as there's plenty of plugs out there now
08-01-2015, 03:55 PM
#57
RS
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simon was doing 12.65 at 122mph in the wet when he was close to 400 bhp in his own car, now with more development he hit 480bhp, and all the above with the cvh head simon as rectified and puts all his knowledge into his costomers cars
08-01-2015, 08:56 PM
#58
Advanced PassionFord User
that time you put up is identical to stuarts times at 23psi. stuart say his engine is 422bhp @ 29 psi . your saying that scott was lets say 400bhp or close , that means that stuarts engine was making 3.6 bhp per psi of boost to make the 22bhp figure , iam sorry but iam sure his engine would make more than that at peak power.
what we need to know is how much staurts engine made per psi after the 23psi , i would guess and it is a guess that stuart was running around 360bhp @23 psi and gained around 10 bhp per psi which would make sense in relation to his 422bhp power figure.
now surely that would make scotts engine around 360 bhp with the same time give or take a few hundreths.
scott what boost was your engine running @ 480bhp ?
cheers paul
what we need to know is how much staurts engine made per psi after the 23psi , i would guess and it is a guess that stuart was running around 360bhp @23 psi and gained around 10 bhp per psi which would make sense in relation to his 422bhp power figure.
now surely that would make scotts engine around 360 bhp with the same time give or take a few hundreths.
scott what boost was your engine running @ 480bhp ?
cheers paul
08-01-2015, 09:17 PM
#59
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mine never run more boost than that at pod , was my mate driving it aswell as my leg was in plaster so i think i would have gone quicker , last mapping session it was doing 438bhp @27psi when the block split ,6 in crack straight down cylinder 2
08-01-2015, 09:43 PM
#61
Advanced PassionFord User
cheers paul
09-01-2015, 10:47 AM
#62
Too many posts.. I need a life!!
It goes like a beast arse twitching good
01-02-2015, 08:18 PM
#63
Norris Motorsport
Just for the record, we stopped development on the CVH based engine when we achieved 420bhp on Oli's car as the block would crack literally straight away at that power. We tried many blocks at that power and everyone failed so called it a day! That was the power we ran for the 174mph top speed and usually around 122 - 124 on the qtr mile terminal. It was running around 32psi boost for that power and revving to 7800rpm. (Never 40psi as mentioned, though Tim would occasionlly use 35psi on his!)
We now use modified black top blocks in capacities from 1700 to 2200cc with the CVH head depending on what type of power curve you require. We tend to rev limit the engines to around 7500rpm max to prolong valve train life.
We can achieve 500bhp from the CVH head but have reserved these engines only for Oli's car. (Can't have a customer with a faster car than our own!) We also use Focus RS mk2 6 speed gearbox's as these have suitable ratios for an RS Turbo and are very durable gearboxes!
We now use modified black top blocks in capacities from 1700 to 2200cc with the CVH head depending on what type of power curve you require. We tend to rev limit the engines to around 7500rpm max to prolong valve train life.
We can achieve 500bhp from the CVH head but have reserved these engines only for Oli's car. (Can't have a customer with a faster car than our own!) We also use Focus RS mk2 6 speed gearbox's as these have suitable ratios for an RS Turbo and are very durable gearboxes!
02-02-2015, 07:20 PM
#66
I've found that life I needed.. It's HERE!!
I would like to read more about oli's car because it's been years since I've seen it and only seen it in performance ford and it sounds like it's had a lot of development. Or and one more thing why when nms put the zetec engine in did they take the zetec head off and put a cvh head on.
02-02-2015, 08:18 PM
#67
Norris Motorsport
Oli's car will be back out again this year, there's no one particular reason we have'nt been using it, more a combination of factors. I've been busy with the sunbeam and Oli has been busy bike racing, so more a case of we have'nt had time to use. I think sometimes though a rest away from it can bring new enthusiasm once we are back out with it!
With regards the zetec head, the first reason was the fact that when we open the bonnet on an RS turbo is nice to see the CVH cam cover, (They're becoming an old and rare car now!) but also from a power point of view the CVH head has equal power potential to a Zetec, but is actually a stronger head form the point of view of cracking etc. Also being an 8 valve head it creates more torque low down, like for like any turbo on a CVH head spools up considerably earlier than on the zetec head which gives a rather nice usable power band. The negative of the CVH is it's inability to sustain high revs reliably without rocker trouble due to the weight of the valve train, but we've got them reliable at 7500rpm and we're happy with those kind of revs. Don't forget we've put an awfull lot of development into the CVH head, so whilst in std form the CVH head is well behind even a std zetec head, our top spec head is absolutely monstrous in terms of port and valve size! (Makes a top spec pinto head look pathetic!!!)
With regards the zetec head, the first reason was the fact that when we open the bonnet on an RS turbo is nice to see the CVH cam cover, (They're becoming an old and rare car now!) but also from a power point of view the CVH head has equal power potential to a Zetec, but is actually a stronger head form the point of view of cracking etc. Also being an 8 valve head it creates more torque low down, like for like any turbo on a CVH head spools up considerably earlier than on the zetec head which gives a rather nice usable power band. The negative of the CVH is it's inability to sustain high revs reliably without rocker trouble due to the weight of the valve train, but we've got them reliable at 7500rpm and we're happy with those kind of revs. Don't forget we've put an awfull lot of development into the CVH head, so whilst in std form the CVH head is well behind even a std zetec head, our top spec head is absolutely monstrous in terms of port and valve size! (Makes a top spec pinto head look pathetic!!!)
Last edited by Karl; 02-02-2015 at 08:22 PM.
02-02-2015, 10:00 PM
#68
Advanced PassionFord User
ive never seen a zetec head have any problems in terms of cracking and surely machining the spark plug holes which is meant to cause the cracking , you simply just use a better spark plug so theres no need to mod the head.
karl iam not doubting anything you say as over the years ive seen some great cars at donington park , but if you know the cvh head is as good as the zetec head how about some facts and figures ? whats the cfm on your ultimate cvh head at 00.050 valve opening at 10 pressure ? just so we can compare to the zetec head as on cnc heads webpage the cvh head flows no where near the zetec head and these are the best in the business at what they do. infact they say they also do a cvh big valve head that did 350 bhp on there dyno at a resonable boost pressure which i bet was 20 psi + so you need a super head or a greater boost pressure to get 500 bhp .
what are you doing to the cvh head (without giving to much away)better than cnc heads which we all know can get each cylinder to within 1% of each other.
cheers paul
karl iam not doubting anything you say as over the years ive seen some great cars at donington park , but if you know the cvh head is as good as the zetec head how about some facts and figures ? whats the cfm on your ultimate cvh head at 00.050 valve opening at 10 pressure ? just so we can compare to the zetec head as on cnc heads webpage the cvh head flows no where near the zetec head and these are the best in the business at what they do. infact they say they also do a cvh big valve head that did 350 bhp on there dyno at a resonable boost pressure which i bet was 20 psi + so you need a super head or a greater boost pressure to get 500 bhp .
what are you doing to the cvh head (without giving to much away)better than cnc heads which we all know can get each cylinder to within 1% of each other.
cheers paul
02-02-2015, 11:52 PM
#69
Norris Motorsport
I have seen lots of cracked zetec heads! They suffer with cracks around the exhaust valve seats, that can spread through to the water jacket. (and spark plug hole, machined for flat washer plugs or not) If I can be bothered (or remember) I'll take a few pics of one to show you what happens. I've even sectioned one where they crack so you can see the crack running through to the water jacket! It only seems to effect turbocharged zetecs.
Flow bench figures are meaningless but I am not going to argue about it on the internet. They show nothing that correlates to what actually happens in an engine. I have, many years ago, spent a lot of time on flowbenches and created heads that on paper should create more power, but in practice do not deliver. The reason is because the flow test conditions do not replicate what is dynamically happening in an engine at all! The only way to design the best head is to port, test, port, test and keep on going until you have the best head. I've been doing this for 20 years with the CVH and probably ported at least a couple hundred in that time! I know what works and what doesnt!
My ultimate CVH head is nothing like a head you'd get from CNC heads! It has totally different ports (the head is extensively welded to achieve this) they have huge valve seat inserts fitted, and 40mm exhaust valves! The exhaust port at its narrowest is 36mm just inside the valve seat opening out to 42mm! Turbo engines are completly differnet to N/A's in terms of extracting power. The exhaust ports are the single most critical item! The zetec has absolutley terrible exhaust ports that with the best porting can just match an average cosworth head. Yes, the CVH may only have a single exhaust valve, but in my top spec heads, the exhaust port area is FAR bigger than the zetec and thats why we can make 500bhp CVH heads!
P.S. Let's not turn this into an argument, I'm trying to give a little insight into the strength and weaknesses of both engine types. The honest truth is both heads are terrible in terms of design. Both have advantages and disadvantages, the CVH requires SERIOUS work to make flow, whilst the zetec is more reliable for high revs but suffers from poor exhaust flow, but neither are a patch on the mighty YB!
Flow bench figures are meaningless but I am not going to argue about it on the internet. They show nothing that correlates to what actually happens in an engine. I have, many years ago, spent a lot of time on flowbenches and created heads that on paper should create more power, but in practice do not deliver. The reason is because the flow test conditions do not replicate what is dynamically happening in an engine at all! The only way to design the best head is to port, test, port, test and keep on going until you have the best head. I've been doing this for 20 years with the CVH and probably ported at least a couple hundred in that time! I know what works and what doesnt!
My ultimate CVH head is nothing like a head you'd get from CNC heads! It has totally different ports (the head is extensively welded to achieve this) they have huge valve seat inserts fitted, and 40mm exhaust valves! The exhaust port at its narrowest is 36mm just inside the valve seat opening out to 42mm! Turbo engines are completly differnet to N/A's in terms of extracting power. The exhaust ports are the single most critical item! The zetec has absolutley terrible exhaust ports that with the best porting can just match an average cosworth head. Yes, the CVH may only have a single exhaust valve, but in my top spec heads, the exhaust port area is FAR bigger than the zetec and thats why we can make 500bhp CVH heads!
P.S. Let's not turn this into an argument, I'm trying to give a little insight into the strength and weaknesses of both engine types. The honest truth is both heads are terrible in terms of design. Both have advantages and disadvantages, the CVH requires SERIOUS work to make flow, whilst the zetec is more reliable for high revs but suffers from poor exhaust flow, but neither are a patch on the mighty YB!
Last edited by Karl; 03-02-2015 at 12:25 AM.
03-02-2015, 12:32 AM
#70
I have seen lots of cracked zetec heads! They suffer with cracks around the exhaust valve seats, that can spread through to the water jacket. If I can be bothered (or remember) I'll take a few pics of one to show you what happens. I've even sectioned one where they crack so you can see the crack running through to the water jacket! It only seems to effect turbocharged zetecs.
Too true, small exhaust valves too. I've taken them out to around 24.5mm on some heads, but daren't go too close to that waterway through the middle. 30mm valves just about fit on the very edge of the seat, but they ideally need changing.
03-02-2015, 07:09 PM
#71
Advanced PassionFord User
I have seen lots of cracked zetec heads! They suffer with cracks around the exhaust valve seats, that can spread through to the water jacket. (and spark plug hole, machined for flat washer plugs or not) If I can be bothered (or remember) I'll take a few pics of one to show you what happens. I've even sectioned one where they crack so you can see the crack running through to the water jacket! It only seems to effect turbocharged zetecs.
Flow bench figures are meaningless but I am not going to argue about it on the internet. They show nothing that correlates to what actually happens in an engine. I have, many years ago, spent a lot of time on flowbenches and created heads that on paper should create more power, but in practice do not deliver. The reason is because the flow test conditions do not replicate what is dynamically happening in an engine at all! The only way to design the best head is to port, test, port, test and keep on going until you have the best head. I've been doing this for 20 years with the CVH and probably ported at least a couple hundred in that time! I know what works and what doesnt!
My ultimate CVH head is nothing like a head you'd get from CNC heads! It has totally different ports (the head is extensively welded to achieve this) they have huge valve seat inserts fitted, and 40mm exhaust valves! The exhaust port at its narrowest is 36mm just inside the valve seat opening out to 42mm! Turbo engines are completly differnet to N/A's in terms of extracting power. The exhaust ports are the single most critical item! The zetec has absolutley terrible exhaust ports that with the best porting can just match an average cosworth head. Yes, the CVH may only have a single exhaust valve, but in my top spec heads, the exhaust port area is FAR bigger than the zetec and thats why we can make 500bhp CVH heads!
P.S. Let's not turn this into an argument, I'm trying to give a little insight into the strength and weaknesses of both engine types. The honest truth is both heads are terrible in terms of design. Both have advantages and disadvantages, the CVH requires SERIOUS work to make flow, whilst the zetec is more reliable for high revs but suffers from poor exhaust flow, but neither are a patch on the mighty YB!
Flow bench figures are meaningless but I am not going to argue about it on the internet. They show nothing that correlates to what actually happens in an engine. I have, many years ago, spent a lot of time on flowbenches and created heads that on paper should create more power, but in practice do not deliver. The reason is because the flow test conditions do not replicate what is dynamically happening in an engine at all! The only way to design the best head is to port, test, port, test and keep on going until you have the best head. I've been doing this for 20 years with the CVH and probably ported at least a couple hundred in that time! I know what works and what doesnt!
My ultimate CVH head is nothing like a head you'd get from CNC heads! It has totally different ports (the head is extensively welded to achieve this) they have huge valve seat inserts fitted, and 40mm exhaust valves! The exhaust port at its narrowest is 36mm just inside the valve seat opening out to 42mm! Turbo engines are completly differnet to N/A's in terms of extracting power. The exhaust ports are the single most critical item! The zetec has absolutley terrible exhaust ports that with the best porting can just match an average cosworth head. Yes, the CVH may only have a single exhaust valve, but in my top spec heads, the exhaust port area is FAR bigger than the zetec and thats why we can make 500bhp CVH heads!
P.S. Let's not turn this into an argument, I'm trying to give a little insight into the strength and weaknesses of both engine types. The honest truth is both heads are terrible in terms of design. Both have advantages and disadvantages, the CVH requires SERIOUS work to make flow, whilst the zetec is more reliable for high revs but suffers from poor exhaust flow, but neither are a patch on the mighty YB!
i also agree that trial and error is the best way to learn and find new ways to do things .
cheers paul
08-02-2015, 02:30 PM
#72
Regular Contributor
Thread Starter
A lot of good info there, especially about flow benches I'm pretty naive sometimes so if someone says 'this' head flows better on a bench than "this" i would've taken it as gospel that it would be the best performer!
i personally think what made a lot of people really biased towards full zt over cvh heads/zvh was pound for pound its cheaper and probably more reliable to build a zt around 300bhp, as said its not cheap to make a cvh head flow for big numbers,and also the heavy valve train! but its each to their own! i love the look of old school 16i motorsport rocker sitting in the bay so i knew id be going zvh originally, and now more determined to try safeguard it a bit with roller rockers and hopefully an opi external oil pump,
same with zvh engines getting a bit of bad press, a lot of people took advantage of the ease to throw them together,, Bog standard cvh head on zetec block with decomp plate + massive eBay t4= horrendous engine, but if built properly they are bloody good,but granted not cheap!
cheers
scott
i personally think what made a lot of people really biased towards full zt over cvh heads/zvh was pound for pound its cheaper and probably more reliable to build a zt around 300bhp, as said its not cheap to make a cvh head flow for big numbers,and also the heavy valve train! but its each to their own! i love the look of old school 16i motorsport rocker sitting in the bay so i knew id be going zvh originally, and now more determined to try safeguard it a bit with roller rockers and hopefully an opi external oil pump,
same with zvh engines getting a bit of bad press, a lot of people took advantage of the ease to throw them together,, Bog standard cvh head on zetec block with decomp plate + massive eBay t4= horrendous engine, but if built properly they are bloody good,but granted not cheap!
cheers
scott
10-02-2015, 06:00 PM
#73
PassionFord Post Troll
Scott its nice to see another crazy power s2.......mines in for paint at the end of the month then Karl has to build my engine. Shes been specced for 400 bhp with the mk2 focus rs box so it should be great to see how the cars perform together. Do you plan to do any events like the 30-130 days ?
Really looking forward to it coming together now, few changes with colour etc but the end result is big power and 8 valves
i persoanlly wouldnt ever change to a zetec head especially at that power level. They look so wrong and after seeing the one Karl had sectioned its made it a simple decision the port design is terrible for the exhaust and also witnessed the cracking around the spark plug threads.
I should really do a build thread now the cage is fitted
Really looking forward to it coming together now, few changes with colour etc but the end result is big power and 8 valves
i persoanlly wouldnt ever change to a zetec head especially at that power level. They look so wrong and after seeing the one Karl had sectioned its made it a simple decision the port design is terrible for the exhaust and also witnessed the cracking around the spark plug threads.I should really do a build thread now the cage is fitted
10-02-2015, 07:14 PM
#74
Regular Contributor
Thread Starter
Scott its nice to see another crazy power s2.......mines in for paint at the end of the month then Karl has to build my engine. Shes been specced for 400 bhp with the mk2 focus rs box so it should be great to see how the cars perform together. Do you plan to do any events like the 30-130 days ?
Really looking forward to it coming together now, few changes with colour etc but the end result is big power and 8 valves i persoanlly wouldnt ever change to a zetec head especially at that power level. They look so wrong and after seeing the one Karl had sectioned its made it a simple decision the port design is terrible for the exhaust and also witnessed the cracking around the spark plug threads.
I should really do a build thread now the cage is fitted
Really looking forward to it coming together now, few changes with colour etc but the end result is big power and 8 valves
i persoanlly wouldnt ever change to a zetec head especially at that power level. They look so wrong and after seeing the one Karl had sectioned its made it a simple decision the port design is terrible for the exhaust and also witnessed the cracking around the spark plug threads.I should really do a build thread now the cage is fitted
thanks alot,
yea i am keen to do 30-130 events as far as I'm aware all events are opposite ends of country for me! But it'll be worth the trip id say! only thing is I'm not sure if the ratios in st170 box are upto much,, so looking into a quaife gear kit, will be really interesting to see your box conversion!
well i was leaning towards going zetec but not now, if anything I'm more interested in pushing further! was really interesting reading what karl was saying about zetec heads,, i was convinced it was the only way to go due to all the chat.
mine will need a paint aswell, got a million jobs to do on car at moment though, will be fitting new scuttle panel when home and fit my cage,
cheers
scott
10-02-2015, 09:36 PM
#75
Advanced PassionFord User
every tuner will have different opinions about there choice of engines they like to tune , karls is clearly towards the cvh as thats why hes one of the best if not he best at getting the power from the cvh. iam 100 % sure ian howell would say different that the zetec is a far better engine , cheaper to tune to 300bhp and higher power levels . and yes dynamics of a engine under real conditions will alter what the head can flow but if it can flow large numbers on a flow bench in NA mode then it will make good numbers when turbod unless your doing something seriously wrong.
when you look at an evo head the flow numbers will tell you thats why it can do 450/500bhp without work and 1000bhp with work its a great head.
zetec has bad shaped ports yes and cracking , cvh has bad shaped ports (which karl welds and reshapes to make better)and many more problems , rockers , studs etc
so i personally say each and everyone to there own and good luck to anyone who is willing to spend there hard earned cash pushing boundries.
i love anything ford (and some jap shit lol)
cheers paul
when you look at an evo head the flow numbers will tell you thats why it can do 450/500bhp without work and 1000bhp with work its a great head.
zetec has bad shaped ports yes and cracking , cvh has bad shaped ports (which karl welds and reshapes to make better)and many more problems , rockers , studs etc
so i personally say each and everyone to there own and good luck to anyone who is willing to spend there hard earned cash pushing boundries.
i love anything ford (and some jap shit lol)
cheers paul
Last edited by zetaboostboy522bhp; 10-02-2015 at 10:02 PM.
10-02-2015, 09:48 PM
#76
Regular Contributor
Thread Starter
every tuner will have different opinions about there choice of engines they like to tune , karls is clearly towards the cvh as thats why hes one of the best if not he best at getting the power from the cvh. iam 100 % sure ian howell would say different that the zetec is a far better engine , cheaper to tune to 300bhp and higher power levels . and yes dynamics of a engine under real conditions will alter what the head can flow but if it can flow large numbers on a flow bench in NA mode then it will make good numbers when turbod unless your doing something seriously wrong.
when you look at an evo head the flow numbers will tell you thats why it can do 450/500bhp without work and 1000bhp with work its a great head.
zetec has bad shaped ports yes , cvh has many more problems , rockers , studs etc
so i personally say each and everyone to there own and good luck to anyone who is willing to spend there hard earned cash pushing boundries.
i love anything ford (and some jap shit lol)
cheers paul
when you look at an evo head the flow numbers will tell you thats why it can do 450/500bhp without work and 1000bhp with work its a great head.
zetec has bad shaped ports yes , cvh has many more problems , rockers , studs etc
so i personally say each and everyone to there own and good luck to anyone who is willing to spend there hard earned cash pushing boundries.
i love anything ford (and some jap shit lol)
cheers paul
Agree with everything you just said,
Be a pretty boring scene if we were all cutting about with exact same specs and thoughts!
cheers
12-02-2015, 03:31 PM
#77
PassionFord Post Troll
every tuner will have different opinions about there choice of engines they like to tune , karls is clearly towards the cvh as thats why hes one of the best if not he best at getting the power from the cvh. iam 100 % sure ian howell would say different that the zetec is a far better engine , cheaper to tune to 300bhp and higher power levels . and yes dynamics of a engine under real conditions will alter what the head can flow but if it can flow large numbers on a flow bench in NA mode then it will make good numbers when turbod unless your doing something seriously wrong.
when you look at an evo head the flow numbers will tell you thats why it can do 450/500bhp without work and 1000bhp with work its a great head.
zetec has bad shaped ports yes and cracking , cvh has bad shaped ports (which karl welds and reshapes to make better)and many more problems , rockers , studs etc
so i personally say each and everyone to there own and good luck to anyone who is willing to spend there hard earned cash pushing boundries.
i love anything ford (and some jap shit lol)
cheers paul
when you look at an evo head the flow numbers will tell you thats why it can do 450/500bhp without work and 1000bhp with work its a great head.
zetec has bad shaped ports yes and cracking , cvh has bad shaped ports (which karl welds and reshapes to make better)and many more problems , rockers , studs etc
so i personally say each and everyone to there own and good luck to anyone who is willing to spend there hard earned cash pushing boundries.
i love anything ford (and some jap shit lol)
cheers paul
12-02-2015, 03:44 PM
#78
Regular Contributor
Thread Starter
Hurry up and get pics in you're build thread!!!
cheers
13-02-2015, 12:03 AM
#79
PassionFord Post Troll
22-02-2015, 12:06 PM
#80
Opinions, lots of opinions.
I do like to build ZVH engines, my opinion is the oil system and the block on the Zetec blacktop is considerably better than the CVH and silvertop. The CVH head once you modify the rocker stud holes is totally reliable at 7500rpm, it also is mechanically strong internally. My findings are just the same as Karls and agree with pretty much everything he says (never met him or even spoke to him.
Scotts engine is my old engine just freshened up and put on new management, my old box also. Its on standard valves and springs with solid Newman follower and a big cam to suite the GT30/82 turbo.
If Scott was to take the final drive from a Mini Copper S (same box) that would give him a higher top speed as it revs out at 155mph currently.
Also been thinking about Scotts build this winter and would like to take a bit further.
It was running 28psi and that was the traction limit on my old dyno with 4 people on the bonnet and ratchet stapped to the ground (205 40 17). My new single roller Dynojet should not have any issue in getting it wound up more. (fingers crossed)
S.
I do like to build ZVH engines, my opinion is the oil system and the block on the Zetec blacktop is considerably better than the CVH and silvertop. The CVH head once you modify the rocker stud holes is totally reliable at 7500rpm, it also is mechanically strong internally. My findings are just the same as Karls and agree with pretty much everything he says (never met him or even spoke to him
. Scotts engine is my old engine just freshened up and put on new management, my old box also. Its on standard valves and springs with solid Newman follower and a big cam to suite the GT30/82 turbo.
If Scott was to take the final drive from a Mini Copper S (same box) that would give him a higher top speed as it revs out at 155mph currently.
Also been thinking about Scotts build this winter and would like to take a bit further.
It was running 28psi and that was the traction limit on my old dyno with 4 people on the bonnet and ratchet stapped to the ground (205 40 17). My new single roller Dynojet should not have any issue in getting it wound up more. (fingers crossed)
S.