Rogercordia's Forum of PWNAGE

The onlyn time i will go twincam head conversion is only when i beat the record for having The Worlds Fastests Dash powered cordia, becuase i would have conqoured the SINGLE CAM category of cordia that no one else would ever achieve.

Than ill go vr4.

Im kinda not a chicken shite ansd go straight to vr4, like alot do, i tend to work my way up from the bottom, starting from single cam, whooping everyone, geting rsults, records, than ill go the twin cam route.

so... when are you actually going to be fast?

and you do realise, that by going multipoint injection, you dont even have a true dash engine, right? lol

Its still a dash engine, but with just a diffrent intake fuel manifold setup. The head and block is still the same but modded of course.

Just asif i bought myself a nissan gtir engine, but did a single throttlebody conversion instead of retaining the quad throttlebody setuip.

Thats what my engine will be like.

or, like getting a dash engine, getting the head high flowed, bigger valves, larger bore and stroke, etc etc...

its not a true dash engine anymore dumbass.

It aint stroked or bigger valves, yeah the engine is modified but its still a dash engine.

like a GTIR engine. Imagine i do a single cam throttlebody, well its similar to my setup, same modded engine but with just a diffrent inlet system.

Do you get it now.

I get that you're on drugs...

but if you dont have a dash inlet manifold, you dont have a complete dash engine, and therefore, you're only 90% of the way to having the fastest dash powered cordia, no matter how fast yours goes, because you have an inlet manifold off a completely different engine... hahaha

the 12.1 second dash cordia, was still using single point injection, therefore, you LOSE!

Generally, you may change almost everything on an engine. However, you must retain the engine core(ie. the head and block) in order for it to be considered a specific model. You may change the plenum, manifolds/headers, complete valvetrain, crankshaft etc. and still be within category. It is only when you do a hybrid" ie. the ITR's head on the CRV's block that you fall out of category.

In this case I see no problem with the principle behind this so-called and self-proclaimed "king's" modification. However, I still consider the modification a waste of time especially seeing how he does not have the mental capacity to grasp the necessary processes.

How are you to determine the flow distribution between cylinders without use of a flow bench and without supplying the heads for testing? Building an inlet plenum is not that easy.

I rafer make one myself than give some one else $3000 to do the exact same job that i'm doing.

And tell me, are your eyes somehow able to do the same job as a flow bench? Or will you be using water from your tap to check up on the flow distribution per cylinder?

Another grain of sand in the infinite beach of knowledge that I will slowly impart to you.

The cylinder head has been fully ported and polished, i will leave it at that, But im guess your talking about the quality of the intake manifold i made up and its flow etc.

To tell you the truth, the air will be going to my cylinder head in any running condition, the only fact that is most important is that its multipoint injection, i will have 1 injector per cylinder, thats really all that matters.

Cos when the engine boosts, it fuilles the intake manifold up under pressure etc, so air will be going fru my manifold well.

Besides trying to sound somewhat educated, you really have no idea as to what I am talking about, do you?

Research "flow distribution" where it pertains to inlet manifolds then get back to me. This subject is very different from fuel atomization but also related to it.

Report your findings to me when you are done. I have a feeling you will want to revise your "design" afterwards. But it is now too late since the manifold and its parts are already at the welder's.