Quote:
Originally Posted by mlomker
Not sure if DB still has my broken head lying around but the Cosworth singles that I bought could still be in it. They were busy and I didn't push them to remove them for me.
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Whoah, really? I will have shane check! If they're there we will def discuss
I need to verify the rev limit of them on a 'bigger' set of cams. If they're good to 9000 they will be my choice I think.
Quote:
Originally Posted by turbotalon1g
Very nice. So u didn't go stroker?  (
Why are you so hung up on GSC S2s? They seem to be almost identical in performance with the Kelfords. |
Stroker would have added time, cost, and unknown variables (its not like a 4G64/4G63 go yank a crank from the junk yard and let it rip kinda thing....there's only one or two 'kits' on the market and I'm not in a huge hurry to run out and try beat down an unproven path. Besides, this engine/head likes to rev, so with the 2.0 I will let it rev
The S2's are actually bigger than the Kelfords:
GSC S2 Specs:
Intake 274 Duration 11.20mm peak lift
Exhaust 274 Duration 11.00mm Peak Lift
Kelford 214-b specs:
Duration @ 0.1mm Valve Lift: 270 Inlet/260 Exhaust
Duration @ 1.0mm Valve Lift: 228 Inlet/220 Exhaust
Valve Lift @ 1 to 1: 11.00mm Inlet/10.50mm Exhaust
That being said the kelfords are getting rave reviews for smoothness but yielding power over standard kelfords as well as cosworth cams, while the main thing I've seen with the few people that have the S2's are that they make an amazing powerband. I rode in murlo's car with the S2's and they seemed plenty smooth for such a big cam.
End of the day if the shortblock and head are going to be done early enough I'll just go with the kelfords, but if there's any hold-ups I will likely just wait and hope the S2's are back in stock when they say they're gonna be.