VVC bottom end - head compatibility

[Worzel]

Morning all,

This may be a slightly odd question - is a non-VVC 1.8k series head compatible with a VVC bottom end? I fancy build an engine as a project and have the opportunity of acquiring a 160 VVC bottom end. Would I be able to fit a 1.8k head (it'll have some porting work and cams as part of the project - hopefully by DVA once I get round to working out what my budget is and speaking to Dave)?

I've had a search and all info I can find relates to using a std bottom end with a VVC head.

Thanks,

Jon

[elan_fan]

Normsl head fits straight on, same bolts/head gasket.

[Worzel]

Thanks Mark, sounds like this could be the start of a nice little project!

[DVandrews]

Make sure it is a 160VVC bottom end, I have seen a number of late 160 engines with standard bottom ends, the only difference is between a stock short engine and a 160VVC short engine is the pistons, if the engine hasn't got the 160 pistons then it is no different to a stock engine.

Dave

[Worzel]

Thanks Dave. Am I correct in thinking that the only way to tell is that 160 should be stamped in the piston top?

Thanks,

Jon

[elan_fan]

The valve cutouts are smaller on the 160 pistons. Hopefully the dot matrix "160" will be visible.

[Worzel]

Thanks. Have asked the question about 160 being stamped in to the piston. I have this picture, apologies for the quality!

Thanks,

Jon

[DVandrews]

That doesn't look like a 160 bottom end to me.. I would clean the centre of a piston to confirm it.

Dave

[IBDAET]

I trust the OP is aware that by using a K16 head instead of a VVC head he is massivly limiting the tuning scope. Investing any money in porting a K16 is a total waste of money IMO. Use a VVC head as the base.

[Worzel]

Thanks Dave, they've come back to say it does have 160 stamped into the piston but have asked them to send me a photo to confirm.

Food for thought on the VVC head front, I've been working my way through DVA's k series page over the weekend. My plan is only to go to 175/180 ish.

Thanks,

Jon

[IBDAET]

A std vvc with Supersport cams will probably give that - with no need for porting. Worse case use Piper BP285h cams which woul give a guaranteed 185. Assuming you are using throttle bodies....

[DVandrews]

If you have access to a VVC head then you should use it, but it isn't without it's issues. A full port on a K16 head will match the stock VVCs airflow figures, a big valve port will exceed them.

Stock Supersport cams won't fit the VVC head, you will need a large journaled inlet cam and blanking kit, there are better profiles than the SS if you are buying new.

Dave

Edited by DVandrews on Monday 16th June 16:54

[Worzel]

Evening,

I don't have access to a VVC head at the moment, but I do have a K16 head. Unfortunately I also have a budget.... I would like to do this in stages:

Stage 1 - Upgrade std (4-1 inside body) exhaust - completed last week by Andy at PGM

Stage 2 - Build bottom end suitable for my 175/180 bhp target - I'd like to do this both as a project and so that I have a known starting point

Stage 3 - Put the K16 head (supersport spec) on to the rebuilt bottom end and run with std ECU

Stage 4 - Purchase throttle bodies and Emerald ECU

Stage 5 - Fit VVC head / head work on the K16

The order of stages 4 and 5 is not fixed.

In terms of cost and what you end up with, would it be more cost effective to start with a VVC head or go for a full port on a K16 head? Alongside the cost, longevity of the engine is a big factor.

Thanks,

Jon

[DVandrews]

Costs will depend on how much you pay for the VVC head, you will need a blanking kit (£160) and the cams are more expensive, you will need to modify the cambelt backplate, fit a manual tensioner and belt, either modify the rear blank plate to take a distributor cap (EU2) or buy some VVC coils and fly leads (EU3). If the engine is EU3 then you can't fit the VVC head and run on the stock ECU as the VVC head is taller and the cam phase sensor in the cam cover doesn't reach the reluctor trigger on the cam.

If you are retaining the SS cams then it is cheaper by far to go with a ported K16 head unless the VVC head is dirt cheap.

Dave

Edited by DVandrews on Monday 16th June 21:51

[Mellow7]

[quote=Worzel]Thanks Dave, they've come back to say it does have 160 stamped into the piston but have asked them to send me a photo to confirm.

Food for thought on the VVC head front, I've been working my way through DVA's k series page over the weekend. My plan is only to go to 175/180 ish.

Thanks,

Believe me that won't be enough!

[Mellow7]

[quote=Worzel]Thanks Dave, they've come back to say it does have 160 stamped into the piston but have asked them to send me a photo to confirm.

Food for thought on the VVC head front, I've been working my way through DVA's k series page over the weekend. My plan is only to go to 175/180 ish.

Thanks,

Believe me that won't be enough!

[elan_fan]

I did it like this-

started with 1800 supersport

Bought k16 kit from dva
Fitted emerald and got it working
Fitted throttle bodies and verniers
Ran for rest of year like this

Bought vvc head and tarted it up
Bought 285 cams and blanking kit
Bought valves, springs and caps
Built head
Bought pistons and liners and spare rods
Bought coil packs and sundries like gaskets and oil rail

Fitted over winter. Coverted to coil on plug as I didn't see the point of using the dist cap.

Thats where I'm at now, still running in. though by that I just mean it's still got mineral oil in it.

[Worzel]

All,

Thanks for the info, lots of food for thought.

Mark - I like the look of your approach, more research required on my part I think

Dave - I'll definitely be in touch once I've got a better idea of what I'd like to do in terms of approach!

Jon