DVAPower Website K-SERIES

The K series engine Page 1 of 82
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Last update 24/2/2002

Details on rotor arm spigot fitting
Details on fitting distributor cap to converted VVC head
Details of VVC conversion kit
Details of cam fouling and fettling of follower bore tops
ACKNOWLEDGEMENTS
The information contained below is the result of work done on the Rover 'K'
series engine by myself (Dave Andrews) and Bernard Scouse - a friendly
and patient Elise owner who has used his car as a guinea pig for engine
developments. Bernard has a web site here where you can find details of
the excellent airboxes he makes for the Caterham and Elise. Others who
have provided various engine parts for modification are Caterham and Elise
owners Tor Atle, Paul Ranson , Johnty Lyons, Steve Butts, Mike Bees, Mike
Dresser, Peter Carmichael, Simon Parker , Rob Day, Ian Coburn, Edgar
Shih, Andreas Rektenwald,Luca Adami, Stefan Winquist, Rolf Plus, Stein
Oexseth, Simon Thornley, Warren Johnson, Mike Williams and many many
others all of whom have heads modified to various specifications and solid
cams fitted with followers and dowels modified by myself. Bernard has spent
many hours designing and making the inlet manifolds and
airbox/backplates / airboxes used with the Jenvey throttle bodies. He has
also done without his favoured Elise for weeks at a time while it was being
used as a test platform for the Emerald ECU. We hope that the information
following may dispel a few of the myths surrounding the tuning of the 'K'
series engine and answer a few of the questions usually posed by owners of
K equipped cars. If nothing else it may help to show the choices available
and how things can be done without unnecessary or excessive expenditure.
Neither Bernard nor myself have any connection whatsoever with any tuning
company nor supplier other than as customers.
There are many Caterham and Elise owners who have been inspired by the
details on this page and undertaken the modifications themselves in the
true spirit of DIY, many of these have come to my garage for advice or for
some sample port work with them undertaking the finishing work. Some of
these are Martin Lewis (Elise), Mick Smith (Caterham), Rob Walker
(Caterham), Brian Bannister(Caterham), John Howe (Caterham), Lorne
Mason, Alan Betts, Dale Cordingley, Simon Kelly , Ray Pearce , Mark
Boardman, Julian West, Rob Turnock and many others whose names I can't
remember. All have acheived worthwhile results and the satisfaction that
comes from having done the job themselves.
http://www.s262612653.websitehome.co.uk/kengine/index.htm 06/09/18
The following two link have been added since the articles are often
requested
Fitting verniers and timing cams

Fitting Jenvey DTH throttle bodies
Navigation around the page may be easier using the following links.
Engine general
Bolt-on upgrades
Selecting a head to modify
Cylinder head discussion
Big valve conversions
Paul Ivey valves
VVC Cylinder head
VHPD Cylinder head
Pictures of standard and modified heads
Flowbench comparisons
Graphs of flowbench comparisons
Valve spring caps
Valve stem oil seals
Camshaft and cam drivetrain
All about cam followers
Solid followers
Converting hydraulic followers to solid
Drawing of solid follower conversion shim
Adjustable followers
Follower weights
Re-using existing followers
Cam timing, verniers vs. offset dowels
Drawing of offset dowel for cam timing
Fitting vernier pulleys
Timing the cams using 'lift at TDC' method
Valve/piston clearances
Camshaft choices
Piper Cams listing for K engine
Induction and engine management systems
EMS choices
Emerald M3D information page
Induction system choices
Individual throttle bodies
Dual throttle bodies and manifold
Direct to head bodies
Airbox kit for DTH bodies
Jenvey induction page
VHPD Induction system

R500 Induction system
Exhaust manifolds and system
Bottom end strength
Pictures of damaged std. piston and forged replacement
Lubrication, oil coolers, dry sump etc.
Selection of tooling for head modification
Modifying the K series cylinder head
Waterway modifications to K head
Sleeving of waterway drillings
Modifying the VVC/VHPD cylinder head
Replacing valve guides
Fitting the rotor arm spigot to the inlet cam
Retaining the distributor cap with VVC head
Torque wrench settings
Rolling road results
Elise / VHPD rolling road results
Mike Bees 1700K rolling road results
Rover ‘K’ series engine

The ‘K’ series engine as used in the Caterham seven and Lotus Elise, is a
compact and light unit capable of high specific outputs. It comes in three
displacements, 1400cc, a larger bored 1600cc and a stroked 1800cc. It is a
popular engine in motorsport due to its relatively light weight and
performance potential. The cylinder head is of twin overhead cam design, 4
valve with a classic pent-roof combustion chamber design. Because of its
inherent under-square nature its ultimate tuning potential is inferior to a
Cosworth BDA , YB or Vauxhall 16v since the available valve area is not as
high, but it is streets ahead of designs such as the venerable crossflow and
pinto. As installed in standard form it is well below its optimum. It is unusual
in its construction in that the engine is of 'sandwich' design, the head is not
bolted to the block , instead long bolts are used which sandwich the block
assembly together between an engine bottom plate and the cylinder head.
Things which make the ‘K’ series difficult to tune are
A non programmable ECU (the Rover MEMS)

Restrictive plenum based injection system which has to meet emission /
economy requirements
Conservative valve and port sizes in the cylinder head
Conservative cam timing and lift, coupled with hydraulic followers
Bottom end strength
The after market tuning industry is awash with claims of extra horsepower
for the K series, some of these are ludicrous, some are genuine. All told it is
confusing for the newcomer or the inexperienced owner who does not
necessarily know what is available or what works and what doesn’t, it is very
easy to be sold a ‘pup’.
Bolt-on engine upgrades

There are bolt-on kits that have started to appear and these give a
worthwhile performance boost. There is the Caterham Supersport kit which
is a revised MEMS ECU and cam upgrade and includes an airfilter and
plugs, the cams retain the standard hydraulic followers which in turn limits
both duration and lift, the current price of this is £865 + VAT, it upgrades the
engines output to around 138BHP. This is available from Demon Tweeks.
Southern Carburettors do an induction kit based on Jenveys single throttle
bodies on a custom made manifold, together with a pre-progammed GEMS
ECU, this retains the standard fuel rail/regulator, injectors and sensors from
the std injection system, The ECU is a straight replacement for the existing
MEMS. The current price of this upgrade is £1575 + VAT, Southern
Carburettors can be contacted at 0181 540 2723 or via their website. There
are other ‘bolt-ons’ from QED which comprise cam and throttle body kits
together with a replacement DTA ECU.
One particularly effective upgrade is a cam change, both the 1.6 and 1.8 K
engines benefit from fitment of better cams, the Piper BP270 cams or the
older 623 grind can be used very effectively but I would recommend the
fitment of verniers to accurately time the exhasut cam and retain a perfect
idle, these can boost the peak power by 10BHP or more with a
corresponding increase in torque, the engine also feels much more willing to
rev. Coupled with other bolt on mods such as an improved airfilter and
exhaust some satisfying gains can be made.
Emerald Electronics (0207 737 7114 EmeraldM3D@aol.com )have

pioneered a purely bolt on upgrade consisting of a pair of cams, a pair of
direct to head throttle bodies with airbox and their M3DK plug compatible
ECU with a suitable map, this has been shown to give a verifiable 166BHP
on an otherwise standard 1600K series engine with decent exhaust
manifold. The overall cost of this conversion is around the £1800-2000
mark.
All of these bolt on kits give good results but will be limited by the breathing
ability of the standard head and the need to retain hydraulic followers. The
VVC head has larger valves and better porting but it’s scarce and expensive
and needs much modification to use normal cams. Minister are experienced
in reworking K series heads and SP Performance continue to make almost
surreal claims about their handiwork. At present it is not an easy task to

decide what to do to give the engine more go or who to buy the kit from.
At a recent Lotus Elise rolling road 'shoot-out' at Dave Walkers workshop

various bolt-on upgrades were tested and evaluated together with some
more involved conversions. The results of this will be published shortly in
CCC magazine, it should make interesting reading. To see the results as
published to the Lotus list on the web click here.
The first decision to make is whether you are prepared to get your hands
dirty and remove the cylinder head. If not then bolt on kits are as far as you
can go and it is unlikely that you will be able to fit the more radical cams with
solid lifters. Solid lifters can be shimmed with the engine in situ but it is not
an easy task and its likely that the standard springs will go coilbound with
the increased lift. It is questionable whether it is worthwhile using cams with
more than 275 degrees duration with the standard cylinder head, especially
on the larger capacity engines. Power gains of up to 40BHP or maybe more
can be had by using these bolt on kits, but considering their price some of
them don’t represent good value for money. If you are after more serious
horsepower then the cylinder head definitely needs to be removed for
attention.
Selecting a cylinder head for modification

If you are considering modifications to your engine which include changes to
the cylinder head it is often very convenient to source a spare head and
modify this in advance. When the porting is complete the original head can
be sold on to someone else who may want to do the same. Make sure when
you buy a secondhand K16 head that you know what you are buying. Be
sure to select the right sort of casting, early 1.4 heads (known as low-port)
are unsuitable for serious power outputs especially on 1.6 and 1.8 engines.
Low-port heads can be identified by two characteristics, the first is the size
of the inlet port entry which is around 31mm or so, later heads (high-port)
have 34mm port entries. The second way to identify a low-port head is to
look at the top of the inlet flange where the head casting number is, this is
just above inlet port number two. Behind the flange the casting drops down
to the top of the inlet runner, on the early low-port castings this drop is
around 6-8mm, on the later high-port 1.6/1.8K heads, the drop is only
1-2mm with the inlet port being visibly higher.
On a high-port head if you look inside the head casting from the top down
through the follower bores you will see that the casting is visibly raised
between the spring seats towards the outside of the head to accommodate
the higher port line. It is not possible when modifying older low-port heads to
raise the port line high enough without holing the casting, nor can the port
size be made large enough when installing larger valves.
Below is a picture showing the inlet ports from a high-port and low-port head
alongside one another, the heads are upside down but the difference in port
size and orientation can be clearly seen, don’t spend good money or a lot of
time on an early 1.4 casting..
Below is a list of casting numbers from the various heads produced for the K
series, the casting number can be found on the top of the inlet flange over
inlet port number two.
Casting number Port size Head type
LDF 10091 31mm 1.4 K low port
LDF 10233 34mm 1.6/1.8K high port

LDF 105460 36mm VVC
LDF 106970 36mm VVC
LDF 10290 36mm VHPD

The list is not exhaustive but gives an idea of the series of numbers for each
type of casting. The chances are that if your casting number is near or less
than the one for the 1.4 low-port that the casting is unsuitable.
Make sure you inspect the head thoroughly to spot any damage or missing
components as these can be ferociously expensive if bought from Rover. In
particular make sure the head casting is not cracked and that the followers
(if you are retaining them) are not rusted or heavily pitted. If in doubt reject
the head. Look carefully for a casting shift, this is where the casting centre
and machining centre differ, this can cause the valve seat inserts to be
offset in the ports which can compromise porting. Look for excessive
recession of the valve seat inserts in the combustion chambers, this is easy
to spot and creates a large lip between the seat insert and the chamber.
Buying a bare casting is not always a good economic proposition unless you
get it at a good price and you are buying new valves anyway.
Standard K16 Cylinder Head

When the cylinder head is examined it becomes clear that the engine was
designed as a smaller capacity unit, the valve sizes and port sizes are
inadequate for the larger capacity engines.
Good results can be achieved by simply porting the standard head, retaining
the std. valve sizes (27.5mm inlet 24mm exhaust). If careful attention is paid
to the port size, valve throat shape and size and to the valve guide bosses
together with careful reshaping of the back/seat of the valves and the seat
inserts, the resulting increase in volumetric efficiency is quite marked. If
done in conjunction with a cam upgrade and suitable remapping of the
fuelling worthwhile gains can be made. Even if the standard cams are
retained, torque can be increased significantly.
For serious horsepower, a big valve conversion to the head or head
replacement is required and this can be done at five levels:-
1
Bigger valves retaining the standard inserts (29.5mm inlet, 26mm exh)
2 VVC sized inlet valves running in new larger inserts (31.5mm inlet,
26mm exh)
VVC head with solid cam conversion (31.5mm inlet, 27mm exh)
4
VHPD head (31.5mm inlet 27mm exh)
5 VVC/VHPD head running larger 32.5mm inlet valves
A big valve head used in conjunction with a cam upgrade and suitable
changes to the induction can transform the nature of the engine from a
relatively sedate unit into a free-revving barnstormer.
Big valve conversions
Paul Ivey (Race Engine Components of West Bromwich) manufactures

superbly designed valves, he can supply oversized inlet and exhaust valves
which will just fit the standard inserts in the K16 head. These are single
piece valves manufactured from 214N stainless steel forgings with tuftrided
stems, the inlets are 29.5mm , the exhausts are 26mm. The valves are of
waisted stem design with very low profile heads. This improves the flow
over the back of the valve considerably; these valves fitted to a properly
reworked cylinder head will flow 30% more air than a standard head and
more air than a standard VVC head, flow bench comparisons are available
by clicking here. These are available ex-stock and despite being stronger
lighter and better designed only cost around 50% of the price of the OEM
valves from Rover.
There are some pictures of a standard K16 head, a first stage big valve
head and a standard VVC head and a modified VVC head on the K Head
Page.
VVC sized inlet valves can be fitted to the standard head provided that the
inlet seat inserts are replaced with larger ones. Paul Ivey also manufactures
VVC sized inlet valves to the same design as the 29.5mm ones, again they
are a single piece valve of superior design. VVC valves are 31.5mm in
diameter and require an insert size of 32mm or so external diameter putting
into the head. VVC valves are sometimes difficult to obtain from Rover,
without question the VVC sized valves from Paul Ivey are vastly superior
and less expensive, however the ones from the KV6 are virtually identical to
the VVC ones if you must buy from the OEM. The ports need some extra
enlargement to meet the airflow requirements but this can be achieved with
care. No doubt larger valves can be fitted and I have heard of the K8 (8
valve K series) valves being fitted to the head (these are 34mm) but it is
questionable whether the ports could meet the airflow required without
risking porosity in the casting, they are also larger on the stem diameter
which creates a problem with guides sizes and with collets and caps. Paul
Ivey can manufacture to order valves with 32.5mm and 33.7mm heads for
use in K16 and VVC/VHPD heads. There may well be a bore/piston

clearance problem on the smaller capacity engines when using these larger
valves.
A VVC can take a 32.5mm valve in the standard insert and the increase in
ariflow when the head is properly modified is worth having, a fully modified
VVC head fitted with 32.5mm inlet valves can flow 136CFM which is a 35%
increase over standard.
To see flowbench comparisons between the standard K16 head, the

VVC/VHPD casting and some modified K16 and VVC big valve heads done
by myself click here.
For an engine to need the larger 34mm valves, significant RPM would need
to be reached especially on the smaller engines. If engine speeds of greater
than 7500RPM are to be used on a regular basis careful attention would
need to be paid to the bottom end, primarily pistons (on earlier engines) and
steel crank/rods. There has been talk of instability in liners at these higher
RPMs specifically over 8500 so this should be taken into account. Rumour
has it that the supercharged ‘K’ engine suffered from liner movement/failure
due to the extra stresses involved.
Below is a photograph of the Paul Ivey valves in comparison to the OEM

originals, these clearly show the superior design. Note the 'wasted' stem
and flatter profile head together with the thin seat radiused into the back of
the valve, this all helps to improve flow dramatically at lower lift.
Futher below are some words and schematics showing how and where the
head needs to be modified for the various specifications, standard valves,
30/26mm valves and VVC valves. If you are not confident in undertaking
this work yourself then there are companies who will be happy to relieve you
of your cash. QED, Minister, Jondel Race Engines and SP Performance are
all known for their skills in head modification and prices range from a
reasonable £250 to an unreasonable £800.
For those with the confidence and skill to undertake the head modifications
it can be a very satisfying undertaking since the cost are very low, £25 worth
of high speed steel rotary cutters is enough to get you started. Since the
material being fettled is aluminium alloy, it is a fairly straightforward task,
especially when compared with modifying a cast iron head.
In addition to the cutters you will need some abrasive mops which can be
obtained from the ‘Frosts’ catalogue, they do an inexpensive porting kit
containing all that is needed to obtain a good finish on the ports, throats and
combustion chambers. Click here to go to the Frosts website.
Paul Ivey valves

Size in mm Description Part no. Price
29.5 K16 big inlet REC739 10.29
26 K16 big exhaust REC740 10.29
31.5 VVC/VHPD Inlet REC757 12.36
27.3 VVC/VHPD Exhaust REC758 12.36
32.5 VVC big inlet REC767 13.28
33.5 VVC big inlet (K8 size) REC768 15.68
28.3 VVC big exhaust REC783 13.6
VVC heads
The VVC head is a superior casting which as well as containing the VVC
mechanisms also has larger valves (31.5mm inlet, 27mm exhaust) and
revised port geometry. The inlet ports are larger by a mm or two and the
port angle is higher by 1.5mm giving a straighter shot into the cylinder. The
cam followers are also an improved design and are a little lighter than the
normal K16 ones, they also hold less oil when charged. The VVC head can
be fitted to a non VVC engine utilising solid cams rather than the VVC ones,
a conversion kit is available from Piper which contains all the bits
necessary. It is however a a little expensive exercise since VVC heads are
relatively rare, second-hand price is around £350 and a blanking plate
conversion kit from Piper costs around £95. You cannot fit a normal inlet
cam to the VVC head since the end bearing sizes are larger, nor can a
replacement cam be made from a standard cam blank, cams for the inlet
side of a VVC head need to be machined from a special blank which makes
them a little more expensive.
Piper conversion kit for VVC head to take solid cams
Kit as fitted to VVC head
VVC head showing larger bearing and with VVC inlet cam
fitted
To get the best from a VVC head it does require some porting both to the
inlet and exhaust ports. Obviously there is less work to do since the inlet
port is already more generously proportioned. A stock VVC head is a
worthwhile upgrade to 1.6 and 1.8 engines.
The very least you should do when fitting a VVC head is to remove the
recession ledges around the inlet and exhaust seat inserts in the
combustion chamber and smooth/ease the ledges and ridges around the
inserts in the valve throats as shown in the photos below..
The VVC head will take larger valves in the standard inserts, Paul Ivey
manufactures 32.5mm valves which will just fit the standard inserts, these
make a good upgrade when airflow requirements are very high.
Unless you come by a VVC head at a very good price it is probably more
economical to use the base casting and have it inserted for VVC sized
inlets. To have this done together with new inlet and exhaust valves from
Paul Ivey is still less expensive than sourcing a VVC head and the valves
are definitely superior in design. However a standard head that has been
inserted will need major reworking to the valve throats and ports in order for
the larger valves to be effective and it will ultimately flow less air. The
practical limit for a K16 type head with 29.5mm/26mm valves is around 200-
210BHP, VVC or larger sized valves with new inserts may give 220BHP+.
The VVC heads I have recently prepared for Mike Bees and Peter
Carmichael used 32.5mm inlet valves and flowed 36% more air than a
standard VVC head, the potential of the VVC head far outstrips the standard
head even when it's fitted with 33.7mm inlet valves. Comparative flowbench
results between Mikes head and a full race professionally prepared head
with these 33.7mm valves are available by clicking here. When Mikes
Caterham 1700cc K series was run up Emeralds rolling road it made over
240BHP, Peters 1800K special K made 250BHP.
There are pictures of a standard and modified VVC heads on the Khead
page.
VHPD Heads
These heads are essentially a hybrid between the normal K16 head and the
VVC head in that they use the same base casting as the K16, but with the
VVC ports and chambers cast in without provision for the VVC gubbins. The
VHPD head uses the same sized valves as the VVC head. If complete the
VHPD head comes with Piper 872 cams and solid followers together with
special valve spring caps with a raised ring to contain the follower
shims.These are even more rare than the VVC heads since they are made
to special order, but if you do find one then it is the ideal head to use as a
basis for your performance engine since there is no VVC paraphernalia to
blank off and it will take a normal type inlet cam. The downside is price, I
have heard of bare castings changing hands at £1200, this is a ludicrous
price since the cost of buying and converting a VVC head is much less and
they are essentially the same flow wise and you still need to buy valves,
cams, followers, springs, verniers/sprockets, caps and collets. The VHPD
head is an off the shelf casting and has no additional hand finishing applied.
Identical results can be expected from a well modifed VHPD head as from a
modified VVC one. I have recently modifed a VHPD head to take larger
32.5mm inlet valves, the specification and results were pretty much
indentical to the VVC head.
Flowbench Comparisons
To see flowbench comparisons between a standard K16 head, a standard
VVC/VHPD head and some modified K16 heads click here. I have now fully
reworked a standard VVC head using Paul Ivey replacement 32.5mm
valves and the flowbench results have been very pleasing in that the peak
flow is 20% better than a reworked K16 head. Obviously the VVC/VHPD
has more ultimate flow potential since there is more material around the
ports and they can be enlarged to a greater degree.
Valve spring caps

There are two types of production spring caps currently used on the K
series, the standard sintered caps and the VHPD style caps. The VHPD
caps are similar to the standard caps except they are made from better
material and have a support ring for the shims used with the solid followers
utilised in the VHPD engine. Neither type has a proper support platform for
a second valve spring. The standard caps are not really suitable for RPM
above 7800 or for very high spring poundage and although the VHPD ones
are somewhat stronger they cannot be used unmodified with the standard
followers, they can only be used with proper (read expensive) solid
followers.
Standard caps
VHPD caps
If you are fitting double valve springs to your head you will need to fit steel
caps in order that the inner spring has a proper defined platform to sit on
since the standard and VHPD caps are not strong enough to be machined
for a secondary spring platform. Alternatively if you are contemplating RPM
over 8000 then steel caps would be a wise investment. The steel caps can
be used with single or double springs.
Piper steel caps
Piper do a suitable steel spring cap both with (SC3) and without(SC19) a
support ring for the solid follower shim. Those of you who will be using
converted hydraulic followers need to note that the nose of the follower will
foul on the shim support ring of this type of cap and the VHPD cap so it is
necessary to modify the cap to remove the ring. If you are ordering steel
spring caps from Piper and you are using converted hydraulic followers ask
for the caps with no support ring, it will make your life easier.
If you need to remove the support ring from a steel or VHPD cap it is easily
done by mounting the cap on a countersunk headed setscrew. The cap can
then be offered up to a bench grinder to remove the offending ring. If you do
not remove this ring then there is a very real danger of the follower
hammering the cap which can cause a valve to drop with disastrous
consequences.
Piper steel caps before and after modification, showing how to mount
the cap
Valve stem oil seals

The early type of valve stem oil seal (left) is not suitable for double springs
since it has too large a diameter, the later thinner type comes in two
variants, one variant has no defined spring platform for an inner spring
(middle) , the other has a flat platform for the inner spring to rest on (right). If
you are using single springs then any of these types is suitable, if you are
using double springs then make sure that you have the type with a flat
platform for the inner spring.
Camshaft, followers and drivetrain

On examination, the cam follower and cam lobe dimensions are generous
and the cams are well located. The lobes are slightly narrow but this does
not in itself prove a problem. This gives potential for more radical and
aggressive profiles provided that mechanical rather than hydraulic followers
are used.
Hydraulic followers can suffer from three main maladies:-

i. Pumping up, where the follower solidifies too early during the lift ramp
of the cam and over-lifts the valve, this can happen when an engine is
over-revved.
ii. Pumping-out where oil is evacuated from the follower causing the
follower to solidify too late in the lifting ramp and the valve is under-
lifted, mainly caused by too fast a lift or too wide a duration.
iii. Oil aeration which allows the hydraulic lifter to be compressed rather
than solidifying on lift, this is the main cause of the K series ‘rattle’.
Of these i) is the most dangerous since it can lead to valve/piston contact, ii)
and iii) just cause the engine to rattle and subject the follower and cam to
shock loads which should have been absorbed by the take up ramp
designed into the cam profile. Since ii) and iii) also reduce the lift and
effective duration of the cam, the engines performance is seriously affected
as well. All in all hydraulic followers and aggressive cam profiles are not a
happy combination.
If the duration of the cams you are intending to use is 274 degrees or less
and the lift is less than 10mm then the standard hydraulic followers can be
used relatively safely. All that is required is a light planish on the existing
followers and liberal coating with cam lube for them to be suitable for re-use.
K Series cam followers

There are three types of hydraulic follower fitted to the K16 engine, early
followers which are rather heavy and have small oil hole drillings, later
followers which are somewhat lighter, have smaller oil reservoirs and a
large chamfer leading to the oil drilling and VVC followers which have a
more compact central mechanism and much smaller oil reservoirs. The
favoured type are the VVC followers which are lighter and contain less oil
when full.
All 3 types of followers can be converted to solid operation and there is

functionally no difference between the early and late types, the modification
made on the late type of follower were to improve oil flow into the follower,
when converted to solid , oil flow into the follower is not necessary.
The Picture below shows a standard K16 follower on the left alongside a
VVC follower
Solid followers
Mechanical or solid followers are available from Arrow Precision, Piper,
Kent Cams, Warrior and Dave Newman. These are are not cheap (£200-
400 including shims) and must be shimmed properly in order to operate
satisfactorily, this is a time consuming and expensive operation. Any cam
with more than 274 degrees duration or 10mm lift should use ‘solid’
followers.
The followers fitted to the VHPD, R500 and some Caterham racers are of
this solid type and have a different construction to the hydraulic type being a
hollow bucket with a central pillar which operates on the shim. The shim
sits within a locating ring on the spring cap, in a similar manner to the
converted hydraulic followers, the shims are used to set the appropriate
valve clearance between cam and follower
Below is a picture of a Piper solid follower and shim, the shim in this case is
one produced by me, there are other types available which are simple
biscuit types
Converting followers to solid operation

Looking at the standard hydraulic followers, it is relatively simple to convert
these to ‘solid’ by using a custom made shim, these will need setting up in
the same way as normal solid lifters. Similar shims are available from
Cosworth at £5.50 per follower or John Wilcox at £3.50 per follower. I am
currently looking into small scale production of these shims in tool steel,
through hardened for around £2.00 per follower, these are satisfactory for all
but the most stratospheric RPM. If you have a tame machine shop locally
then the shims to convert the std followers are easy to make. The
dimensions for manufacture are shown in the attached drawing, the
standard followers are straightforward to convert. Converting your existing
followers will save a lot of money when changing cams and is a tried,
proven and acceptable way of doing things. If you can find VVC hydraulic
followers they are somewhat lighter than the standard ones and have a
much smaller diameter central hydraulic mechanism and oil reservoir,
converting them to solid can be done in the same manner as with normal
followers but the shims are a little smaller, I have a batch of the VVC shims
manufactured and available.
Click here for diagrams of the solid tappet conversion

Below are two converted followers, the shims which convert the followers to
soild operation are on the right, the central pillars of the two followers with
the hydraulic valves removed are on the top left and middle, the main
bodies of the followers are shown at the bottom with the oil holes soldered
and the locating shield drilled in four places to ensure that the follower does
not fill with oil. This makes a reasonably light and very inexpensive solid
follower.
There is a weight saving to be made by using genuine solid followers over

converted hydraulic ones which may be worth having if the engine is turning
very high RPM, however converted hydraulic followers function perfectly
well and have been used in engines which regularly turn 8500RPM.
Genuine solid followers are quite expensive and the saving made by
retaining your existing followers can be used to finance other areas of
engine development.
Adjustable followers
Dave Newman cams now produce an adjustable solid follower which has no
shim, essentially it is the same as the Piper follower in construction but with
the addition of an adjustable hardened grubscrew and locknut in place of
the shim which can be screwed in and out to set the valve clearance.
Follower weights (with shim)
Early K follower 56gms

Later K follower 53gms
VVC follower 48gms

Piper solid 44gms
Re-using followers
Although strictly speaking followers should be replaced when fitting new
cams, this is largely unnecessary provided the followers are in good
condition. Whether or not you are converting the followers to solid operation
they should be planished before fitting with new cams so that the surface is
perfectly flat and the new cam beds in correctly. The followers can be
planished by placing some P240 wet/dry paper upturned on a truly flat
surface (a metal bench or small sheet of glass). The flat surface of follower
is then rubbed over the surface of the abrasive paper with a slow circular
motion, lubricate the abrasive paper with WD40. Discard any followers
which have heavy pitting or heavy rusting, these will not be suitable for re-
use. Light scuffing and other light radial marks can be removed by
planishing. Inspect the surface of the follower regularly, and turn the follower
constantly. The planishing is complete when the face of the follower has a
burnished appearance and none of the original wear marks or scuffing is
visible from any angle.
Below are pictures of a follower before and after planishing, note the radial
marks and light scuffing on the follower surface before planishing, this is
normal.
Cam timing and verniers/dowels

When fitting after market cams you will no doubt be badgered into
purchasing vernier pulleys to help time them in, these are expensive items.
Verniers are very effective and certainly look smart on an engine, however if
you are serious about competition I would recommend running a cover over
the belt and pulleys. A simpler and more cost effective solution than verniers
is to use offset dowels to correct/set the cam timing, these can be made
very cheaply (£4.00 or so each) and once fitted perform an identical
function. They do not have the visual appeal of a set of verniers but they
free cash that can be spent on more productive areas. Offset dowels and
keyways have been in use for many years and are an acceptable way of
varying valve timing. I use offset keyways on my aspirated Cosworth and
they are functionally perfect. These have proved difficult to have made so I
make them here , I have limited supplies at £18 per dowel, if that seems
expensive then feel free to have them made elsewhere, all the information
you need is available via the link below. There is a balance to be had
between the time taken to dial in the timing with offset dowels and the cost
of verniers which make the job a lot more straighforward, you also need
several different offset dowels in roder to correctly set your timing, if time is
not an issue then they are effective, if however you are paying for the time
tken it might be cheaper and easier to fit verniers. An alternative is to make
dowels with a 15 degree offset and by carefuk rotation of the dowel in the
cam hole you can acheive any offset you like from -15 to +15 degrees from
the pulleys normal position.
Click here for diagram of offset dowels for K Series cam timing
The only disadvantages with offset dowels are that the offset required isn't
known until you come to do the cam timing itself so it is neccesary to have
several dowels available with different offsets in order to time the cams
correctly and also that you need to remove the cam sprocket to swap the
dowel. If you do decide to fit verniers they undoubtedly make the job of
setting the cam timing much easier, but if you are prepared for the extra
work involed with offset dowels then there is a saving to be made. An
alternative and even cheaper way of allowing the cam timing to be varied is
to elongate the dowel slot in the cam sprocket.
Fitting vernier pulleys

The standard cam sprockets on the K series come with alignment markings
and specific dowel positions for the inlet and exhaust cams which allow
error free assembly and initial cam timing. Vernier timing wheels such as
those supplied by Piper are not 'handed' in this respect, both verniers are
identical and they do not have alignment markings. This can make the initial
timing of the cams when first fitting verniers a bit of a problem.
Before removing the old sprockets it is wise to turn the engine to 90 BTDC
until the timing marks line up as per the picture below.
A foolproof way of ensuring that the cams are initially correctly timed with
the verniers is to transfer the timing marks from the old cam sprockets to the
verniers in the correct position. The first step is to designate one of the
vernier pulleys as an inlet and the other as an exhaust and then mark the
pulleys accordingly.
Following this the horizontal marks on each original pulley can be

transferred by laying the original pulley over the new vernier and aligning
the appropriate dowel slot on the old pulley with the dowel slot on the new
one, the picture below shows the alignment markings transferred onto the
verniers from the original sprockets with the verniers aligned how they
should be for fitment to the engine when the engine is at 90 degrees BTDC
(before top dead centre). Note the arrows on the original sprockets which
are marked as 'exhaust' are represented by a second scribed line on the
verniers forming a simple arrowhead.
Before fitting it is wise to advance the exhaust vernier by 10 degrees and

retard the inlet vernier by 10 degrees, this lowers the lift at TDC and
therefore makes the cam timing very safe prior to fitment and final setting.
Setting the cam timing using 'lift at TDC' method
By far the best way of establishing the correct cam timing is to measure and
set the valve lift at Top Dead Centre on the non firing stroke. The lift at TDC
for each of the cams in the Piper range is given on the Piper page, note that
this may be different for the inlet and exhaust cams of a pair. Once your
verniers are fitted it is necessary to establish TDC for cylinders 1 and 4 on
the engine, this is actually marked with a small embossed pattern on the
front timing cover and a corresponding small notch on the back face of the
pulley, it is probably a good idea to mark the embossed line for TDC (this
will be the last line on the right in a group of 4 lines on the cambelt cover)
and the notch on the back of the pulley with a small dab of white paint or
similar to make it easy to spot. The picture below shows the timing marks
with the crank aligned at TDC
To establish the correct cam timing you will need a dial gauge with a
suitable stand or mounting strip , an allen key for the vernier bolts, a long
17mm spanner/socket to adjust the cam timing and a 22mm socket and bar
to turn the crank.
Procedure for inlet valve
i) Remove the cam cover and gasket
ii) Remove the cam belt cover

iii) Turn the engine to exactly TDC (Top dead centre on nos. 1 / 4)
iv) Select the cylinder that has both valves slightly open (it will be 1 or 4)
v) Take your dial gauge and clamp it so that the point of the gauge is resting
on the cam follower of one of the inlet valves for the selected cylinder and is
perpendicular to the surface of the follower, it the tip isnt long enough, use a
small piece of TIG wire or similar to extend it,set the dial gauge scale to
zero.
vi) Turn the engine anti-clockwise slowly until the needle on the dial gauge
no longer moves. This indicates that the valve is shut, note while doing this
how much the needle moves, this value is the current lift at TDC, turn the
engine back to TDC and note the movement in the needle to confirm.
vii) If this is not the desired value, slacken the clamp bolts on the vernier
and then using a long extension bar and a 17mm socket turn the cam using
the centre sprocket bolt to change the lift, if you want more lift, turn the cam
sprocket bolt clockwise (so that the vernier needle moves towards the
'advance' side), if you want less lift turn the cam sprocket bolt anti-clockwise
(towards the 'retard' side). While doing this note the change in lift until it
reaches the desired figure, then tighten the clamp bolts on the vernier.
viii) Turn the engine back to TDC and then recheck the lift by turning the
engine anti-clockwise and noting the needle movement again as in section
vi, re-check by returning to TDC
ix) If it's not right, repeat steps vi) to viii)
Procedure for exhaust valve
x) Attach the dial gauge so that the the tip is resting on a cam follower for
one of the exhaust valves in a similar manner as descirbed in section v, set
the gauge scale to zero.
xi) Turn the engine clockwise until the needle on the gauge no longer
moves which indicates that the valve is shut, note while doing this how
much the needle moves, this value is the current lift at TDC, turn the engine
back to TDC and note the movement in the needle to confirm.
xii) If this is not the desired value, slacken the clamp bolts on the vernier
and then using a long extension bar and a 17mm socket turn the cam using
the centre sprocket bolt to change the lift, if you want more lift, turn the cam
sprocket bolt anti-clockwise (so that the vernier needle moves towards the
'retard' side), if you want less lift turn the cam sprocket bolt clockwise
(towards the 'advance' side). While doing this note the change in lift until it
reaches the desired figure, then tighten the clamp bolts on the vernier.
xiii) Turn the engine back to TDC and then recheck the lift by turning the
engine clockwise and noting the needle movement, re-check by returning to
TDC
xiv) if it's not right, repeat steps xi) to xiii)

It's easier to do than to type and its intuitive too.
Piston/Valve clearances
When contemplating a change of cams it is important to ensure that there is
sufficient working clearance between the valves and the tops of the pistons
on the 1.4 and 1.6 engines there is likely to be more of a problem than on
the 1.8 where the piston is 1.4mm further down the bore. We have
undertaken a clearance checking exercise on a 1.6K engine using the Piper
#740, #835 and VHPD grinds, this exercise shows about 3mm clearance
between the piston and the valve head for the #740 and 2.5mm for the #835
and VHPD, and a 2.0mm lateral clearance with 30mm inlet valves so these
two cams should be safe to use without piston mods even with VVC sized
valves. I cannot absolutely guarantee this clearance since it will vary with
several factors, valve size, cam timing, amount skimmed from head and
how much the valves are recessed into the seats, but in general these
should be OK. Cams with 300 degrees or greater duration will need
checking. It is not easy to enlarge the cut-outs in the pistons since they
already come perilously close the the ring lands, any serious removal of
metal would likely result in finding fresh air via the top ring.
Cam Choice
Piper seem to have the edge and experience for ‘K’ series cams, maybe this
is because Warren at Piper competes in a ‘K’ engined Midget and has a
vested interest in development of their range. Piper supply the cams to
Roversport for the VHPD K series. Full details of their range for the 'K'
series is available on the Piper K series Page
Before buying a cam its important to choose the appropriate cam for the use
to which the engine is put, it is no use choosing a cam which peaks above
8000RPM if your bottom end is standard since you will never turn the
engine over safely at that RPM and you will loose torque further down the
rev range. For mild tuning where you are not changing the ECU or
induction, the BP270H is a good choice allowing retention of the stock
followers, but be careful to time the exhaust cam carefully. If you after more
serious power and are retaining the stock bottom end then the grind #740
(know known as BP285) would be a good choice, they pull from fairly low
RPM (25000ish) and give a useful increase in power which is still usable at
7500, solid followers must be used with these. If you are not keen to convert
your followers to solid then the BP285H hydraulic grind is a good choice
being marginally less aggressive than the normal BP285/740 and allowing
retention of the standard hydraulic followers.
If you have beefed up the bottom end to take 8000+ then the cam used by
Mike Bees in his 1600 1999 engine produces good results, this is the 835
grind. With the right head modifications and suitable fuelling/mapping
200BHP+ can be achieved from a 1600 K. According to Mike the power was
still climbing at 8000RPM, this is running with a basically standard VVC
head and individual Jenvey throttle bodies with the stock Caterham long 4-1
exhaust manifold. The VHPD grind has proved itself very effective and
would make an excellent cam for road and track use without needing
excessive RPM provided that it is timed correctly, both the 835 and VHPD
produce good power from around 3000 to 8000RPM.
During the latest round of modification Mike Bees has replaced his inlet cam
with another which has 10 degrees more duration, although this has
detracted a little from the mid range torque it has, in conjunction with some
further head work, enabled the engine to produce some stunning power
figures.
Remember that big power at the top end is all well and good but if you are
not happy with habitually revving the engine then it is better to stick with a
cam specification which retains more of the engines flexibility, falling off the
power band at awkward moments is embarrassing and tiresome, if you are
not happy or accustomed to cammy engines then a more conservative
choice might be more appropriate. The remainder of the engines
specification needs to be in step with the choice of cams, the cam
specification is the thing which most radically changes the nature of the
engines power delivery, it is pointless having a very highly specified head
and induction system if you are retaining standard cams. It is equally
pointless having 320 degree cams in an otherwise stock engine
Remember that whatever changes you make to the engines specification

the ECUs fuelling and ignition settings will need altering to match, since this
is near impossible to do with the stock MEMS unit, a replacement
management system must be sourced. Following fitment this needs to be
properly mapped on a rolling road.
Induction and engine management

The standard induction system on the K series is adequate but is not really
suitable for high outputs, the main obstacles to getting more out of the
standard system and indeed more out of replacement induction systems is
the Rover MEMS engine management system which is not user re-
programmable. Some engine upgrades adjust the fuelling by increasing the
fuel pressure with a rising rate fuel pressure regulator but this is not entirely
satisfactory.
If you are stricking with the standard plenum then make sure that you
remove any internal flashing from the plenum runners, quite often there are
large webs of flashing protruding into the inside, a couple of miutes with a
cutter and a dirll extension should see these removed with a corresponding
increase in efficiency. The VVC plenum can make a useful upgrade and is
better for higher output engines than the standard plastic affair.
If you are serious about wanting a horsepower increase then a replacement

induction system is the way to go, allied to this you will also need a
replacement engine management system such as EMERALD, GEMS, DTA,
WEBER ALPHA etc.
DTA System
Supplied via QED as part of their K Series upgrade, has recently been
made plug compatible with the 'K' series MEMS.
DTA Race Electronics, England.

Web site: www.dtafast.demon.co.uk , E-Mail: dtafast.demon.co.uk
EFI System
I have no personal experience or knowledge of the EFI system.
EFI Technology / Ole Buhl Racing, Denmark and England.

Web site: www.efi-technology.com , E-Mail: ole.buhl@obr.dk
EMERALD M3D
Produced by Emerald, plug compatible with the Rover MEMS system, user
programmable, software includes graphic visual realization of maps. Comes
with free software, communication cable etc, can be programmed on the fly
from a laptop. No hidden extra costs. Has a high degree of flexibility in the
software and the firmware. After sales support/upgrades excellent. Emerald
can undertake the mapping for you, typical cost £200. Example maps for the
K are available. The M3D comes in distributor based(K16 heads) and
distributorless(VVC heads) wasted spark form.
I have considerable knowledge and experience of the Emerald system and

use it to good effect on my own engine
Cost of M3D £500 +VAT (includes software, manuals and cables)
Emerald Electronics, England.

Telephone: 0207 737 7114
Click here to go to Emeralds website E-mail: EmeraldM3D@aol.com
GEMS System
Plug compatible with Rover MEMS system, user programmable, software is
available for extra cost. Has a high degree of flexibility in software and
firmware, Although there are many settings available the mapping is
relatively straightforward. Can be programmed on the fly from a laptop.
Beware hidden costs (software and other extras). After sales
support/upgrades fair to good. GEMS do not do mapping, third party only.
I have some knowledge of the GEMS system, it is used by Mike Bees in

distributorless form on his Caterham K series.
Target price £680

Software manuals and comms cable £105
LUMENITION
I have no personal kowledge of or experience with the Lumenition system
Autocar / Lumenition, England.

Web site: www.denaploy.co.uk/autocar , E-mail: autocar@denaploy.co.uk
MBE
The MBE system is a very capable system used by Swindon engines and
SBD, mapping software is available but it requires a control box for the
mapping which discourages DIY mapping.
Autocar / Lumenition, England.

Web site: www.mbesystems.com, E-mail: info@mbesystems.com
MOTEC System
I have no personal kowledge of or experience with the Motec system
Motec Europe, England.

Web site: www.moteceurope.co.uk , E-Mail: sales@moteceurope.co.uk
RACETECH System
I dont have any personal experience with the Racetech system although it
has been used successfully by Jondel Race engines
Racetech Developments, England.

E-Mail: jonesrtd@aol.com
WEBER ALPHA
Not plug compatible with Rover MEMS, not user programmable, so software
availability is not applicable. Can only be programmed at an approved
Weber Alpha dealer. By all accounts the Weber Alpha system is flexible and
powerful although normally it is supplied as a package including Throttle
bodies, my personal belief is that Webcon frown on DIY injection their view
seems to be to leave it all to the professionals. This can make it expensive
to implement.
Webcon UK. Alpha Group, England.

Web site: www.webcon.co.uk , E-Mail: alpha@webcon.co.uk
Induction systems
The only sensible way to proceed is to replace the entire induction system
with one based on throttle bodies rather than one designed around a
plenum. It doesn’t make sense to run the engine on carburetors when a
good injection system can produce so much better results.
Most of the throttle body kits available in the tuning market place are
manufactured by Richard Jenvey of Jenvey Dynamics, they may bear the
badge of the tuner but are invariably of Jenvey manufacture. Those supplied
by QED, SBD, Lumenition, Minister Motobuild etc are all made by Jenvey. If
you ignore carburetors such as DCOE webers there are basically four types
of replacement induction system all based on either individual or twin
throttle bodies.
Individual throttle bodies on manifold stubs with injector pockets
Dual throttle bodies on suitable manifold
Direct bolt to head dual bodies

VHPD induction system based on Rover KV6 dual bodies and manifold.
Roller barrel throttle bodies.
Individual bodies - type ‘SF’

The ideal induction system uses individual throttle bodies which can be lined
up perfectly with the inlet ports. However these can be expensive when all
the various bits and bobs are taken into account, often you can retain the
original injectors, fuel rail and integral fuel pressure regulator which is very
convenient but you will need to buy a throttle linkage, air horns, manifold
and air filter. Setting up individual bodies is not as straightforward as setting
up two dual bodies, but it is not an impossible task. The original injectors
can be retained unless your engine is expected to produce more than
200BHP. With this type of system the injectors fit into pockets within the
manifold stubs. This is a reasonable place for the injector and gives good
transient and therefore good throttle response but is not the best position for
maximum power. Some individual bodies have provision for a (second)
injector if the body itself or even in the trumpet, this is best for power but
poor for transient throttle. Ideally the injector needs to be the port side of the
butterfly for best transient, and the air horn side for best power. Dual injector
systems can run with injectors near the head for good transient switching to
injectors in the body when maximum power is needed, these require a lot of
set-up time to get the best from them.
Guide price for this type of system is around £700.
Below is a picture of the individual TBS as fitted to Tor Atles Caterham, they
retain the original fuel rail, injectors and fuel pressure regulator.
Dual bodies - type ‘TB’ and ‘TH’

Dual throttle bodies (which are fundamentally similar in layout to DCOE
Webers) are a less expensive but still very effective solution. These are
manufactured to fit wherever a pair of Webers will. All you need is a suitable
manifold and they bolt straight on, they can also use Weber air filters etc.
The bodies have pockets for mounting the injectors and come complete with
fuel rails. The manifolds I have seen that are designed for Webers do not
line the bodies up particularly well with the inlet ports since the flanges are
spaced 90mm apart and the ports spacing is 88mm. However the manifold
we are currently working on lines up almost perfectly with the ports, the
outer barrels are only .5mm off the centre line of the port. The dual bodies
correctly aligned offer virtually identical function to the individual bodies but
are significantly less expensive. These dual bodies come in two types, ‘TB’
which are 118mm long and ‘TH’ which are 83mm long. The manifold we
have designed also allows you to retain the existing fuel rail, pressure
regulator, throttle potentiometer and injectors and makes a very effective
solution. You will need a throttle linkage however and if your expected
output is greater than 200BHP, some larger injectors. The injector position
with these bodies is a good compromise giving a good transient and good
power.
The Picture below shows twin Jenvey TB throttle bodies on the inlet
manifold designed by Bernard, it has CNC machined flanges and tapered
runners. The manifold includes an air gallery to allow for the air stepper
motor control for the ECU, the spacing of the bodies is virutally perfectly
aligned with the inlet ports. The standard K series fuel rail and integral
pressure regulator is shown fitted.
Guide price for this type of system is around £550.
Below is a photograph of the dual Jenvey TB throttle body installation on a

Caterham 1600cc K (Johnty Lyons car) the ITG twin airfilter has been
removed. The manifold used is the one of our own manufacture which has
provision for the idle control valve.
Direct to cylinder head dual bodies

Jenvey have recently started to produce dual throttle bodies which bolt
directly the the 'K' series cylinder head, the barrel spacing is the same as
the port spacing on the head so they offer perfect port alignment and also
do away with the need for a manifold. These are absolutely ideal for the
engine and with a little modification and some small brackets can take the
standard fuel rail pressure regulator and injectors. They are 42mm in size
which is adequate for over 240BHP. They offer the simplest, cheapest and
most suitable induction system for the 'K' series engine. As cast they need
matching to the inlet port shape. If they had been available a year ago we
most certainly would not have developed our manifold for the dual TB type
bodies. Currently they are priced at around £425 per pair although that
includes the fuel rails which are in fact redundant if the original fuel rail is
retained so the price will probably come down a little and I know that some
'K' owners have negotiated a discount from QED. I arranged a bulk
purchase of these for a group of owners a few months ago and managed to
negotiate a substantial discount for quantity.
Shown below is a picture of a pair of the bodies attached to a 'K' cylinder

head, the only modification necessary is the mounting of the water jacket
takeoff on the front body.
Target price for this system is £400 +VAT
The photo below shows the DTH bodies installed on Rob Walkers
immaculate self modifed Caterham, he has retained the original fuel rail /
injectors and integral pressure regulator.
Cold airbox kit for direct to head bodies
To complement the direct to head throttle bodies Bernand Scouse has

produced a complete cold airbox kit to fit the Lotus Elise / Exige and the
Caterham seven which allows retention of the standard fuel rail and
pressure regulator, or fitment of the Jenvey Fuel rail without needing
spacers. it contains everything you need including the airbox, a throttle
linkage, trumpets, backplate, trunking , large Pipercross cone filter and all
fixings, it works out around half the cost of the equivalents. Below is a
photograph of the Elise airbox kit fitted to the DTH bodies, it could be
adapted if necessary to fit individual TBs or other types. The details of the
kit are shown below the picture. The Caterham version has the air pickup
facing in the other direction and has mouldings to clear the chassis member
and clutch cable but is otherwise identical.
The kit is designed to fit onto QED, Lumenition or Jenvey direct to head
throttle bodies but could be made to fit individual bodies.
The main features

Complete kit, includes air box, air filter (Elise/Exige version only), GRP
trumpets , backplate fuel rail mounting, throttle linkage bracket, trunking and
all fixings required.
Enables the standard K series fuel rail, fuel pressure regulator and injectors
to be used without needing an external pressure regulator, which is
adequate for engines up to about 210 BHP. Can also be used with the
Jenvey fuel rail with minor modification, and does not need the 20 mm
spacers, saving over £80.
In the Elise/Exige installation, ducts cold air from the wheel arch intake
directly to the engine and only intrudes 10 mm into the boot space.
Appearance is excellent. and it can be removed in a couple of minutes.
The kit consists of
• Airbox (red or black but other colours are available to special order at
£20 extra)
• 4 off 43 mm bore x 50mm long GRP trumpets
• Backplate plus fixings for above, (includes fuel rail mounting for
standard K rail)
• Piper 7004 filter (suitable, for up to 385 BHP so no problems there !)..
Elise/Exige only)
• 100 mm diameter Aluminium flexible ducting (stretches to about 600
mm)
• 100 mm to 83 mm filter adapter
• Air filter bracket to mount filter in wheel arch (Elise/Exige only)
• 2 x 100 mm hose clips
• All studs, nuts, bolts, washers etc included to enable an easy fitment
• The air temperature sensor fits into the backplate
• There is also provision for a crankcase breather pipe connection
• Included is a throttle cable bracket that enables the standard Elise /
Caterham throttle cable to be easily used with the direct to head body
throttle arm.
Price for Elise/Exige kit £290,

Price for Caterham kit £235
Please add £12 for post and packing.
If you want one please send a cheque to:
Bernard Scouse
12 Cleeve Way
Fivewells Lodge
Wellingborough
NN8 2RT
Phone 01933 224330
VHPD Induction system

This system uses the dual throttle bodies from the KV6 engine and a rather
tortuous manifold, at the time of writing I don’t know whether this can be
purchased separately. It is shown below; note the turns in the manifold
runners and the injector position. There is also a long interconnected
vacuum take off from the top of the bodies which is more clearly visible in
the second photo'.
R500 Barrel throttle bodies

The R500 engine uses roller barrel throttle bodies which minimise
obstruction and drag in the inlet tract, these represent pretty much the
ultimate in induction systems but are pretty expensive, Below is a photo
which shows them in situ
The picture below shows the standard throttle body alongside a twin Jenvey
TH throttle body, normally two of these TH bodies are fitted.
Exhaust manifold and system

It is important not to underestimate the affect a properly designed exhaust
can have on an engine, the stock manifold that comes with the K series as
installed in the Elise is pretty awful, having very short primaries and a lot of
welding clag in the inside of the manifold flange, the very least you should
do with one of these is to fettle away the weld build up inside the manifold.
Some of the Caterham manifolds are also very short on the primaries as are
the manifolds which come with the K series as installed in its original Rover
home.
Rolling road tests have shown that the best configuration for the 1.6/1.8K
series is a 4-2-1 manifold with 30-32 inch primaries of 1.5inch diamter and
10-12 inch secondaries of 1.75 inch diameter culminating in a 2.25 inch
system, this setup brings large gains in the low and mid range torque
without affecting top end power. Long 4-1 manifolds can give a small
improvement at the top end at the expense of torque lower down. One
Caterham owner who changed from the short 4-1 standard Caterham
manifold to a long 4-2-1 custom made manifold saw an increase of 30ft/lb at
one point in the rev range and an increase of 20BHP on the peak power
figure, this was on an engine with modifed VVC head, DTH bodies, 835
cams and M3D engine management, the improvement made was solely
down to the manifold.
There are a number of people who can supply or manufacture a manifold for
your engine, QED make an excellent one for the Elise, Exhausts by Design
and Powerspeed have both made excellent manifolds for Elises, Exiges,
340Rs and Caterhams. Given the choice I would always go for stainless
steel, even though it is more expensive it is more durable and attractive on
the eye.
Shown below is the EBD (exhausts by design) 4-2-1 manifold for the
Elise/Exige, it is made in stainless steel and costs £350 It's been proven to
work extremely well on the dyno.
As far as the exhaust system goes there are even more possibilites, quite
often the standard exhaust systems fitted are quite poor and restrictive, a
decent after market straight through absorption only system is a better bet
but be wary of noise levels. If you can, buy a system which has a
repackable silencer preferably in stainless steel.
Bottom end
Pistons seem to be the first Achilles heel of the engine, excessive (>7700)
RPM can cause piston failure on the more powerful engines. Tor Atle's
Superlite engine (around 200BHP) with a rev limit of 8000RPM had one
piston completely fail and on subsequent inspection 2 of the remaining
pistons had fractured lands between the top and second ring. It is a short
route from there to complete failure. I am currently rebuilding his engine with
a new liner and Omega forged pistons. Apart from the one liner damaged by
the broken piston the liners show no sign of any problem. I would
recommend that if you are producing and engine with > 180BHP or using
more than 7700RPM then forged pistons would be a wise investment these
will happily run in the standard liners, just have these glaze busted/honed
first.
If you want to see the damaged sustained to the standard pistons and have
a look at a forged Omega replacement click here.
The two 1.6 Superlites with 740 cams that are limited at around 7800 have
shown no problems so far, nor has Bernards Elise with a limit of 7800 and
190+BHP. There is undoubtedly a liner problem with BHP > 200 and higher
RPM due to stress risers in the standard liner. Jim Currie can offer a
solution to this problem, QED cab also supply a steel banded liner which
should prove stronger in use. Brodie Brittain produce stronger liners which
need the block to be machined to fit. They also do liners which need no
machining with special pistons, these drop the bore size and therefore
capacity by a small degree. Omega and Arias can supply pistons, Roger
King and QED can supply these, they are currently £425 +VAT and include
rings. Although I have yet to see a broken rod but they are certainly not
indestructable, if very high RPM is envisaged then they would be a wise
choice especially on the 1.8 where rod angle is much more pronounced.
Steel rods can be supplied from Arrow Precision, steel cranks from Doug
Kiddie.
For the ultimate bottom end Brodie Brittain do a number of modifications

which were originally developed for the turbo conversion, these involve
replacing the sandwich plate at the bottom of the engine with a steel
equivalent, machining the block and head to accept much larger studding to
replace the through bolts and replacement of the liners with stronger
equivalents. The block modifications eliminate a lot of the flexing of the
block assembly which is usually a pre-cursor to failure. If you couple these
modifications with a steel crank, steel rods and forged pistons you get as
near to an unbreakable combination as possible.
VHPD
The VHPD uses a tuftrided crank which although no stronger is more
resistant to wear and fatigue, it also utilises forged pistons and graded
liners, the cams used are the Piper 872 grind with solid followers.
R500
At the moment I dont have details of the construction of the R500 bottom
end, but considering its extended RPM range and price I would expect to
see a steel crank and rods together with forged pistons and selected or
improved liners. The cams used are the ubiqitous Piper 835/1227 profiles
and the head is fully modifed but with standard sized valves.
Lubrication
Oil pump
The oil pump on the K series has plenty of capacity and doesn’t usually give
any problems relating to sticking relief valve or volume of delivery. In some
of the very high revving engines there have been reported failures of the
pump rotor which is only sintered material. Replacement steel rotors are
available from QED which eradicates the problem of rotor breakage.
Steel pump rotor
Modifying the oil pump
If you have the pump off the car at any stage it is worth removing the
backplate and ‘flowing’ the oil-way drillings in and out of the pump, At the
point where the oil enters and leaves the pump it has to cross a sharp 90
degree machined edge, easing this edge to a smooth contour as shown in
the photograph of Peter Carmichaels backplate below should improve oil
flow through the pump considerably. The edges of the holes marked ‘X’
have been heavily radiused, note the direction of the radius is in line with
the direction of oil flow, the hole marked ‘Y’ has not been touched.
The standard wet sump set up is generally OK for road use although those
engines fitted with VVC heads either with or without the VVC mechanism
retained do suffer from oil retention in the head, especially when installed at
an angle as in the Caterham installation. make sure you keep your eye on
the oil levels. some engines suffer with oil aeration which can cause the
hydraulic tappets to rattle, the cuase of this is pulverisation of the oil and the
drawing of air through the oil pump creating an emulsified oil/air mix. The K
series was designed with transverse installation in mind, fitting it in a fore-aft
installation is not without its problems with the engine suffering badly from
oil surge where the oil is moved away from the pickup by the lateral 'G'
forces generated when cornering hard. This is especially significant when
taking part in track days.
There are a few possible solutions to the problems associated with oil surge
and if you are serious about using your car on the track then you should
consider them carefully, I have seen quite a few good engines ruined for
lack of consistent lubrication.
Apollo anti cavitation system
This is essentially an oil reservoir which is designed to de-aerate the oil, it

holds some extra oil capacity and is downwind of the pump so acts as a
temporary reservoir of oil for those occasions when the oil pump might not
be picking up oil. Not a complete solution but a relatively inexpensive half
way house towards the efficacy of a dry sump system. The p;icture below
shows an Apollo tank as fitted to a 1.8K Caterham seven.
Accusump
The accumsump is an oil accumulator which holds a volume of pressurized

oil for when the oil supply is interrupted, it's capacity is fairly limited so it will
only cope with momentary lapses in supply. Once again this is not a
complete solution.
Dry sump system
A dry sump system stores the engines oil supply in an external tank which is
designed to resist the affects of surge. The engines sump as its name
suggests is designed to stay oil free with all the oil being removed by one or
more 'scavenge pumps'. The oil scavenged is returned to the dry sump tank
where it is plumbed to either the original oil pump, or to a replacement
pressure pump. The dry sump tank usually has much greater capacity than
the sump and is immune to surge, provided the scavenge pumps can do an
effective job of emptying the sump then the system should affod a high
degree of protection against oil supply interruption. The system for the
Caterham uses a tank which is quite neatly integrated into the wasted space
in the bellhousing, this does limit the tanks capacity a little.
Some sytems use a single scavenge pump removing oil from a single point
in the dry sump pan, others use multiple scavenge pumps which pick-up
from more places and are less affected by surge, these are normally know
as two or three stage pumps depending on the number of scavenge and
pressure pumps. The Caterham dry sump installation relies on a single
stage scavenge pump driven by a belt and pulley and uses the standard oil
pump. The belt and pulley arrangement could be a bit vulnerable, several
owners have now fitted microswitches to give warning if the belt form the
scavenge pump comes off.
Caterham dry sump pan
Caterham 'gold' scavenge pump
As installed on K series
Oil temperature
Oil temperature can be a problem on some highly tuned engines, consider

110 degrees to be an absolute maximum, if your oil goes beyond this
temperature then you have a problem which needs to be controlled. There
are two common possible solutions.
Oil cooler
An oil cooler is simply a radiator for the oil which functions in a similar
manner to the radiator for the cooling system, the plumbing in includes a
sandwhich plate by the oil filter which diverts the oil from the pump through
the oil cooler radiator (which may have a thermostatic valve to prevent over-
cooling) and then back to the engine, these are fine if you have room for the
installation and a position for the oil cooler radiator where it can exposed to
a cold air stream.
Oil/water intercooler
An oil/water intercooler uses the engines cooling system to dissipate excess

heat from the oil. Provided the cooling system has sufficient capacity (and it
generally will have) then this is a better option, not only does it keep the oil
from overheating, it also warms the oil from cold start. The water in the
cooling system will heat up very rapidly and will pass some of this heat via
the intercooler to the oil reducing the oils warm-up time significantly. Some
of these uses remote intercoolers and require plumbing from a sandwich
block at the oil filter housing and from the cooling system, other more
compact types are integrated with the sandwich block at the oil filter housing
and only require plumbing from the coolant. The Laminova heat exchanger
supplied by Think Automotive is the remote type and is ideal for the
Caterham , it can be plumbed in with or without a dry sump system.
Laminova heat exchanger on dry sumped Caterham SLR
And plumbed in with an Apollo tank via the radiator top hose
Selection of tooling for head modification

If you are considering modifying your own cylinder head then it’s worth
acquainting yourself with the tools and techniques used to do the work. For
an aluminium cylinder head like the K series you will need some rotary
carbide burrs to remove the base material from the head. Most of this will be
aluminium but some will be iron and steel so general purpose burrs which
are cross-cut or diamond pattern cut are the type to use. To work the head
you will need a good quality variable speed drill with an extension mandrel
for the bulk of the porting work and a high speed die grinder for opening the
valve seat inserts and for cutting back the valve guides.
There are three main shapes of burr required for porting, large oval for
general porting work and working round the valve throats, large ball for
removing the guides and bosses, small ball for refacing the combustion
chambers and large rounded tree for opening up the valve seat inserts. A
long flame shaped cutter can also help with the straight part of the port
tunnels and the throats on VVC heads but these can be very expensive.
The picture below shows some example cutters together with an extension
mandrel for mounting in a drill, using an extension has a number of
advantages, reach and visibility being the main two.
You cannot really run these cutters at higher speeds (> 2000RPM) when
working aluminium or they quickly clog up and overheat. Removing the
snags of metal from the cutter blades is then a tedious task that can only
really be done when the cutters have cooled. To prevent this problem it’s
best to run the cutters at high speed only when working on the steel
components in the head, I.E. the valve seat inserts and guides. When
working on aluminium always run the cutters at a relatively slow speed in an
electric drill with a drill extension mandrel as shown below. This will
minimise the tendency for the cutter to become clogged. The speed of stock
removal is still very good and with regular cleaning of the cutter and removal
of the stock/swarf you can make good progress. If you can use an old
hoover to extract the stock as you cut, so much the better.
It is best to cover the cutter in a dry lubricant before commencing work,

tallow or a PTFE based bike chain lubricant will do the job, this inhibits
clogging and makes removal of any snags of metal much more easy. I find
that a 3M scotchbrite nylon scourer is ideal to remove the worst of the
clogging from a cutter, more stubborn snags can be removed with the tip of
a craft knife of scribe.
You can buy cutters which are specifically designed for aluminium and have
very wide flutes. These can be run at very high speed and do not clog up.
However these are expensive and are not happy cutting steel so to justify
the expenditure you need to be planning work on a number of heads. There
is a picture below of a group of ‘aluminium cut’ carbide burrs, very effective
they are too.
You can source these carbide burrs/cutters from a number of different

suppliers and I have had some success picking them up ridiculously cheaply
by trawling through auto-jumbles at kit car shows. However I have found J &
L Industrial supply to be a convenient supplier, they offer competitive
pricing, have a wide range and allow credit card purchase with next day
delivery. J & L Industrial supply are on 0800 66 33 55
I have listed below the most popular/common carbide burrs for modifying a
cylinder head, together with their part numbers and prices from J & Ls
catalogue. These are not cheap, but are of exceptional quality and when
properly looked after are good for twenty or more cylinder heads so they
can be sold on to another keen individual when finished with. The GBC
burrs are by Garryson, the BRC are by Interstate.
Description Size Double cut Diamond cut

Oval 12.5 x 22mm BRC-55060K BRC-34170L
15.8 x 25.4mm BRC-55080K BRC-34180B

13 x 22mm GBC-15700E
Rounded tree 12 x 30mm BRC-56060E BRC-34205D

13 x 25mm GBC-19700C
Large balls (oo-err) 12.5 x 11.4mm BRC-54050K BRC-34140M

13 x 11mm GBC-17700L
Small balls (tee-hee) 6 x 6mm BRC-54020L BRC-33015K
Flame 12.5 x 31.8mm BRC-58030M BRC-34280C

15.8 x 36.5mm BRC-58050H BRC-34286E
13 x 32mm GBC-15600D
Below is a design drawing of a drill extension / mandrel for remote mounting

of carbide burrs and spira-band holders, it can be made of mild steel. One of
these makes the job of porting 300% easier mainly because you can see
what you are doing and it is easier to reach further into the ports without
catching the drill chuck on the workpiece. If the head you are working has
longer ports or you need to work inside a long plenum then the extension
can be made longer.
To provide the correct finish on your masterpiece and for general smoothing
work, you can use abrasive spira-bands which are spirally woven tubes of
material with abrasive grit bonded to the outside. These are mounted on a
rubber mandrel with a 6mm shaft that can be put in the drill extension or the
die grinder. They are very effective and are available in various grits, the
two most useful being 80 grit for subtle reshaping and blending and 120 grit
for finishing off.
There are various other types of mounted abrasives such as cartridge rolls
and cratex points which can also be used if preferred. Personally I find the
12 x 25mm spira-bands adequate for just about everything, although
occasionally I need to use smaller 4 x 10mm spira-bands in a Dremel for
tight short-turns or combustion chamber corners. Below are a couple of
pictures of spira-bands with their respective mandrels, a couple of cartridge
rolls and a spira-band mounted in a drill extension. Generally speaking a
Dremel or similar simply doesnt have the power to undertake all the porting
or smoothing work on a cylinder head, but it may be useful for close up work
like refinishing around the valve seats
Spira-bands and their holders can again be bought from J & L Industrial
Supply, I favour the 13 x 25mm size which is just about ideal for the K
Series port and throat sizes, on larger ports and throats I use 15 x 30mm.
The spira-band mandrels are designed to expand at high RPM and thus grip
the spira-bands. At the lower RPM available from a drill they don’t expand
so much and this can sometimes cause the bands to work loose and fall off
the mandrel. Because of this I generally buy 12.5mm ( ½ inch ) spira-bands
and fit them to a 13mm mandrel, this ensures a good tight fit. It is more
economical to buy the spira-bands in a length twice that of the mandrel and
then cut them in two, although this is fiddly it is worth doing since the longer
bands are only 1-2 pence more and it cuts the cost of the bands by 40%.
I have listed below the part numbers and prices of the spira-band mandrel
and spira-bands from J & Ls catalogue.
Item Size Part number Price

Spira-band mandrel 13 x 25 GYF00635M 5.72 ea
Spira-bands ½ by 1 80 grit AWE-11080D 0.14 ea

½ by 1 120 grit AWE-11120J 0.14 ea
(Cut these in two) ½ by 2 80 grit AWE-12100K 0.15 ea

(Cut these in two) ½ by 2 120 grit AWE-12120D 0.16 ea
If the bands are fitted to the mandrel with a slight over hang of 3-4mm at the
working end it allows the end to deform a lot more easily around the more
complex curves of the valve throats and port, this gives a better finish and
extends the life of the band.
The picture below shows my trusty Makita die-grinder, this is an electric die-
grinder with a 6 mm collet but will also accept ¼ inch shanked burrs (these
can sometimes be had very cheaply at auto-jumbles). It’s compact, light,
easy to wield and was relatively inexpensive to buy. It has no-load speed of
35,000 RPM, and to vary its running speed I use a 10 amp variable power
controller from RS components (part number 655-638) which enables me to
tailor the speed from as little as 100RPM (for combustion chambers) up to
the full speed. Alongside is a well used 3M pan scourer I use to clean the
burrs and some ‘Finish line’ PTFE based bike chain lubricant I use on the
burrs to discourage clogging up.
While porting the head it is very important to ensure that ports and valve
throats are opened to the correct size and that valve throats are entirely
concentric with the valve guides. To help check this I have a set of old
valves turned down to a variety of different sizes, this helps me to check at a
glance when something is sized correctly. It also allows me to ensure
complete concentricity of valve throats as I open them out. Old valves also
have a role to play protecting the valve seats when the combustion
chambers are being refaced.
To turn some old valves to the required sizes I mount them in a drill which is
clamped safely in the vice, I then use an angle grinder to gently remove
material from the outside circumference of the valve while it is spinning. A
similar method can be used to modify old valves to act as blanks to protect
the valve seats while modifying the combustion chambers. In this case the
material is removed from the valve’s seat to allow the valve to sink into the
seat in the head.
I use a similar method to put a 30 degree cutback on the back of exhaust

valves. The angle grinder leaves quite a rough finish which is reworked
using an old cutting disk held by hand followed with progressively finer
abrasives. Always wear protective glasses when doing any work with rotary
tools or any work which produces swarf. I have a standing joke about
ensuring the casualty department of the local hospital is open before
commencing work. Despite precautions I have ended up with shards of
metal embedded in the Schlera of my eyes far too many times.
Below is one set of sized K series valves which I use when porting, the
collection has grown a little since this shot was taken. The first and second
rows are for sizing and the bottom row is a succession of ‘blanks’ for
protecting valve seats. If you are converting to big valve then you will have a
complete set of valves that you can use to make blanks.
Modifying the ‘K’ series head.
General K16 head

Considering that the same valve sizes and similar porting are used on
1.4/1.6 and 1.8 variants of the K series engine, it is not surprising that the
head in standard form is under-valved for the larger engines and has
inadequate flow for high specific outputs. This is one reason why the
characteristics of the engine in its various sizes are as they are.
The inlet valves are 27.5mm in diameter, the exhausts 24mm, for the 1800
even in otherwise standard form, the valve sizes need to be around 29-
30mm on the inlets and 25-26mm on exhaust. The porting is inadequate for
the current valve sizes and gains can be had by simply porting the head,
modifying the valves across the seat and paying close attention to the seat
inserts. Substantial gains can be had here especially on the larger engines,
even when retaining the standard valve sizes. The valve seat inserts are
generous enough to allow a larger valve on both inlet and exhaust provided
that the throats, seats and ports are sized accordingly.
The combustion chamber is typical of a 16-valve engine and has little valve
shrouding; the port orientation is not ideal because of the way in which the
inlet and exhaust tunnels are so sharply siamesed at the manifold face.
The valve seat inserts are not particularly well lined up with the valve throats
and this is not uncommon with inserted heads. The valve guides and
bosses offer a severe restriction to flow in the valve throat area, which is
already less than adequate.
Inlet tracts
An initial look at the head shows some problems in the port design and size.
Unlike most 16-valve heads, the port entry is round; this causes the flow to
diverge to each valve in turn and causes the incoming mixture to bounce off
the cylinder wall. This is good for swirl and therefore economy and
emissions, but not so good for volumetric efficiency, to improve this the
valve throats need to be shaped to turn the mixture away from the cylinder
wall so that it gets a straight shot at the cylinder. The port entry has plenty of
area for the std valves at 34mm cross section, unlike the main port tunnels;
these are too small for the current valve sizes. They are approximately
19mm in cross section and should be at least 23mm. The enlargement of
the port is the main factor in increasing volumetric efficiency. Material can
be removed evenly from all sides of the port tunnel to achieve this if care is
taken.
There is a 'step' on the top of the port where the port contour follows the
underlying tappet bore, this is before the bifurcation where the port
separates into the two tunnels this needs to be flattened as much as
possible by removing around 1-1.5mm of material.
The valve guide and boss protrude quite a way into the port, once again
worsening flow, these can be cut/ground away since there is plenty of guide
length to support the valves without these bosses.
The valve inserts are poorly matched to the throat both on the short side
and long side of the port. Where the port bifurcates into separate tunnels,
the actual bifurcation is quite blunt where the port narrows, this can be cut
back by a substantial amount, care is needed here since there is a water
drilling down at a diagonal through the centre of this part of the port. At
worst this can be sleeved or filled since the cooling on this side of the head
is not as critical as the exhaust side.
The valve insert throat diameter is too small for the valve, and the seat is
too wide for the valve. The insert throat is approximately 23mm, and should
be nearer 25mm; the valve seat can be reduced to 1.2mm or so by blending
the top of the insert out into the seat area using a radius. The valve throat
area should be made at least 24mm in cross section and blended into the
port tunnel. The short side of the port needs to be reshaped so that its
radius is concentric with the opposite side of the valve throat. The outside
wall of the valve throat area needs to be cut back to help the mixture turn
towards the centre of the bore as it enters the cylinder to avoid a collision
with the bore wall. The port shape should be oval, 23mm round and around
24mm high.
The inlet valves themselves are not too bad although the stems are wide in
the port area, and the seats are too wide. Since the valve is two-piece it is
unwise to modify the stems, however the back of the valve can be blended
into the seat area using a radius rather than the current 30-degree cut.
Larger inlet valves

If you are contemplating fitting larger inlet valves to a head destined for a
1.4 engine be careful to ensure that the valves will not clout the bore walls,
the largest inlet vsalve that can be fitted to the 1.4K head without modifying
the liners with cut-outs is 28mm, the largest exhaust is 25mm. If you want to
use larger valves than these then cut-outs must be made in the liner tops
and the pistons tops.
Larger valves of 29.5mm can be fitted to the standard inserts provided the
walls of the inserts are not left too thin, consider 25.5mm to be the
maximum internal throat diameter, blending out to a seat around 1mm wide.
The inlet tunnels will need opening to around 24mm wide by 25mm high,
take material carefully from the roof and floor of the port to increase the
cross sectional area. Keep an eye on the wall thickness here that can be
gauged by measuring or feeling through from the waterways on the head
gasket side of the head. The port entry needs to be enlarged by 2mm or so
to 36mm for a 29.5mm inlet valve, take material carefully only from the port
roof and top of the sides. The roof is the side nearest the top of the head
when the head is fitted, the port entry only has to be enlarged till about 8mm
inside the head, since the cross sectional area further in is adequate.
Valves larger than 29.5mm (VVC 31.5mm or even 32.5mm/33.5mm) will
require the head to be inserted, with a corresponding increase in valve
throat insert diameter to around 27mm. Port area needs to increase to
25mm round and 26mm high (consider this the maximum safe size) and
port entry area to around 37-38mm again removing material from the port
roof and sides only. Be wary at this size not to break through the casting.
When opening the port for larger valves the waterway drillings down through
the bifurcation will definitely need sleeving or blocking with 5mm tube or bar
loctited/epoxied into position, there is a section on doing this below. The
cooling on this side of the head is not so critical in fact the VVC/VHPD head
does away with these drillings completely.
Exhaust tracts
The exhaust ports suffer from the same maladies as the inlet port, but more
so. The port cross section is way too small at around 17-18mm; this needs
to be increased to around 20-21mm removing metal equally around all sides
of the port walls. The sharply siamesed port causes the exhaust flows to
converge very rapidly and create turbulence at the main port exit. Once
again the bifurcation can be cut back substantially but into a concave shape
which will help to turn the exhaust as it meets the flow from the other valve,
this will minimise the turbulence. Care must be taken here just as on the
inlets since there is a similar diagonal waterway drilling down through the
bifurcation, careful examination can determine where the port is at risk. The
valve guide boss and end of the guide again protrude into the port and can
be carefully reshaped to ease the transition from valve throat to port runner.
There is a large lump in the port roof which is much worse than on the inlet
side, this again follows the form of the underlying waterway and can be
reduced by 1-1.5mm, this improves the port shape quite dramatically, but
great care must be taken to avoid breaking through. This is the main
obstacle to the ports flow and causes the flow to break away from the port
walls.
The port exit has plenty of area for standard sized valves, although once
again it is round in section, careful shaping of the valve throats and port
tunnels is required in order that the two flows from the exhaust valves don’t
interfere with one another too much. There is merit in squaring off the
corners of the exhaust exit which causes less disruption to the exhaust flow.
The valve throats are too small and need opening to around 21-21.5mm
while retaining the port square cross section. The exhaust seats are too
wide and can be reduced to around 1.6mm, the valve can have the inner
edge of the seat slightly radiused where it meets the back of the valve. The
outside edge of the face of the valve can be radiused also. The inserts do
not match up well with the valve throats and port contour; again the edges
of the inserts can be blended into the throat area. The short side of the port
lines up particularly badly with the inserts leaving a very sharp edge this
area need blending into a smooth radius which should be concentric with
the opposite side of the valve throat area.
Larger exhaust valves

Larger valves of 26mm can be fitted into the standard inserts, these are not
as large as those fitted to the VVC and VHPD heads but are still a big
improvement over the std 24mm ones. The valve throats and throat area will
need opening to around 22mm and then they need radiusing into a seat
around 1.6mm wide The ports need enlarging to 22mm, removing metal
from all around the port, their size increases gradually till it meets the port
exit. Be very careful with the port roof where the 'bump' is since there is a
waterway directly below. The port exit needs to be enlarged by 2mm or so
to 36mm for a 26mm exhaust valve, take material carefully from all round
the port walls retaining the square section of the port. The port exit can be
squared off and only has to be enlarged till about 4-5mm inside the head,
since the cross sectional area further in is adequate. Be careful to blend this
in with the existing cross section.
Combustion chamber
The combustion chamber is similar to most pent roof heads; the only
shrouding present is where the chamber meets the surface of the head in
the corners of the chamber. Here the valves need un-shrouding by a
millimetre or two, blending the area into the chamber wall. This is normally
where detonation starts so care must be taken to get a good contour with no
sharp edges. Bigger valves will require a modicum more of un-
shrouding.This un-shrouding must not cause the chamber diameter to
exceed the bore diameter at any point, be careful only to flare the chamber
wall out 1.5-2mm or so.
Other than that just a clean up of the combustion chamber to remove any
casting marks or sharp edges around the seat insert and to minimise any
'recessed' inserts is all that is required. A small radius imparted to the sharp
edges of the combustion chamber will help prevent detonation.
There are two dead areas on either side of the spark plug at the deepest
and widest part of the combustion chamber. On the VVC and VHPD heads
these is filled in and radiused, on the std head they should be left
untouched.
If the head needs has been modified in accordance with the instructions
above then it will need a skim of approx 10 thou to bring the chamber
volume back to normal, a further 10 thou will raise the CR by
approximately .5 of one point. If you are retaining standard K16 pistons then
this is recommended, if you have forged pistons then it is wise to just
remove 10 thou. Although the head is lacking in stiffness experiences has
shown that up to 30 thou can be safely removed.
Waterway modifications
K series heads as they leave the factory are not always finished to the
degree intended, quite often the waterways are left quite badly fettled to the
extent that the waterway area is a lot less the the original production design.
Since the K series has a very low volume of coolant it is necessary,
especially on the exhaust side of the head, to improve the water
passageways by opening to the maximum extent as originally envisaged by

the designers. The pictures below show a typical pair of exhaust waterways
as the head left the factory and the same waterways as modified. These
modifications can substantially improve the water throughput of the head
and assist cooling. Both the inlet and exhaust waterways can benefit in this
way.
Blocking the inlet waterway drilling
The pictures below show 5mm aluminium bar being drifted into the inlet
waterway drilling to block the hole in preparation for porting. Without this bar
in place it is not possible to acheive the correct shape around the port
bifurcation. Prior to insertion a centimetre or so of heat resistant epoxy
(Devcon Aluminium or J.B Weld) should placed in the hole and a little
spread on the end of the bar. The bar should be exactly 5mm in diameter
and each piece should be 42mm long with a very small chamfer on the
leading end which should also be cut off exactly square.
You may find that the drillings are slightly furred up or undersized by a small
margin, it is therfore advisable to clean the hole up with a 5mm drill bit, do
not use a drill but rather do the cleaning up by hand by turning the drill bit
carefully in the hole manually or with a brace and bit, be careful not the
break the drill off in the hole. The bar should be drifted all the way in until
the end is flush with the top end of the drilling hole. The head should than
be turned so that the open end of the drilling is facing downwards allowing
the epoxy to form a sealing plug over the internal end of the bar.
It is neither necessary nor desirable to block the exhaust drillings. If

however you break into one of the exhaust waterway drillings while porting,
some 5mm OD aluminium tube can be used to sleeve the hole, if you
cannot source 5mm OD tube then it is straightforward to drill a 3mm or
3.5mm hole down the centre of a short length of 5mm bar, the sleeve can
then be drifted into the hole with a little Loctite or epoxy to repair the
damaged section of waterway hole.
Modifying the VVC/VHPD head

General
The VVC/VHPD casting represents a significant improvement over the
original K16 casting, it is fitted with larger inlet valves which are 31.5mm
compared to the K16 27.5mm and large exhaust valves which are 27.3mm
compared to the K16s 24mm. The inlet port line is raised by 3mm or so
making the inlet port more downdraughted. In general both the inlet and
exhaist ports are larger and the inlet side has modified waterways which
allow the central bifurcation between the inlet valves to be minimised. The
combustion chamber design has been improved by doing away with the
dead spots and providing a smoother flow into the cylinder. The fitment of
an unmodifed VVC/VHPD head to a 'K' series is a worthwhile modification
and with suitable complimentary modifications can bring the output of the
engine up considerably.
Light porting of the cylinder head with careful attention to the area around
the vale seats and the combustion chambers can yield worthwhile results
whilst retaining the standard valves. A small improvement can be had by
using Paul Ivey's low profile waisted stem inlet valves. If you are going to
the expense of buying new valves then it is probably worth buying the
slightly larger 32.5mm inlets from Paul Ivey, these will fit the standard
inserts with a little modification work. The standard exhaust valve size is
adequate and the stock exhaust valves are of good quality; they seem to
stand up to quite high RPM with no problems.
Like with the K16 the valve seat inserts are not particularly well lined up with
the valve throats and this area needs attention. For some reason it is
common for the inserts to be very badly recessed into the combustion
chambers. The valve guides and bosses offer a severe restriction to flow in
the valve throat area, because of the raised port line this is very marked with
the guide boss and a smaller boss which covers the end of the follower bore
protruding into the inlet stream.
Inlet tracts
An initial look at the head shows some problems in the port design and size.
Unlike most 16-valve heads, the port entry is round; this causes the flow to
diverge to each valve in turn and causes the incoming mixture to bounce off
the cylinder wall. This is good for swirl and therefore economy and
emissions, but not so good for volumetric efficiency, to improve this the
valve throats need to be shaped to try to turn the mixture away from the
cylinder wall so that it gets a straighter shot at the cylinder. The port entry
has plenty of area for the std valves at 36mm cross section, the main port
tunnels need some modification around the area of the valve guide boss
and follower boss. The cross sectional size to aim for here is at least 27mm.
With care the guide boss can be completely removed as can the follower
boss although great care must be taken here to avoid breaking through the
casting. The valve throat cross section should be around 27.5mm for
standard valves and 28.5mm for the larger 32.5mm valves, the ideal shape
here is like the inside of an egg cup, this can be acheived provided care is
taken.
The valve inserts are poorly matched to the throat both on the short side
and long side of the port and need to be remedied, the short turn especially
is too blunt in section and needs to be flattened off to give the air a
straighter shot down into the cylinder, the inner corners of the short turn
need cutting back susbtantially to improve airflow past the bifurcation which
should be minimised.
The valve insert throat diameter is too small for the valve, and the seat is
too wide for the valve. The insert throat is approximately 26mm, and should
be nearer 27.5mm (28.5mm for bigger valves); the valve seat can be
reduced to 1.2mm or so by blending the top of the insert out into the seat
area using a radius. The valve throat area should be made at least 27.5mm
(28.5 for big valves) in cross section and blended into the port tunnel. The
short side of the port needs to be reshaped so that its radius is concentric
with the opposite side of the valve throat. The outside wall of the valve
throat area needs to be cut back a little to help the mixture turn towards the
centre of the bore as it enters the cylinder to avoid a collision with the bore
wall.
The inlet valves themselves are not too bad although the stems are wide in
the port area, and the seats are too wide. Since the valve is two-piece it is
unwise to modify the stems, however the back of the valve can be blended
into the seat area using a radius rather than the current 30-degree cut.
Larger inlet valves

Larger valves of 32.5mm can be fitted to the standard inserts provided the
walls of the inserts are not left too thin, consider 28.5mm to be the
maximum internal throat diameter, blending out to a seat around 1.2mm
wide. The inlet tunnels will need opening to around 26mm wide by 27mm
high, take material carefully from the roof and floor of the port to increase
the cross sectional area. Keep an eye on the wall thickness here that can be
gauged by measuring or feeling through from the waterways on the head
gasket side of the head.
Valves larger than 32.5mm (33.7mm) will require the head to be inserted,
with a corresponding increase in valve throat insert diameter to around
30mm. Port area needs to increase to 27mm round and 28mm high
(consider this the maximum safe size) and port entry area to around 38mm
again removing material from the port roof and sides only. Be wary at this
size not to break through the casting. There is no material eveidence to
suggest that there are gains to be had by fitting 33.7mm valves in
preference to 32.5mm ones.
Exhaust tracts
The exhaust ports suffer from the same maladies as those on the std K16
head. The port cross section can be increased to around 22mm removing
metal equally around all sides of the port walls, retaining the square nature
of the port. The sharply siamesed port causes the exhaust flows to
converge very rapidly and create turbulence at the main port exit. Once
again the bifurcation can be cut back substantially but into a concave shape
which will help to turn the exhaust as it meets the flow from the other valve,
this will minimise the turbulence. Care must be taken here just as on the
K16 head since there is a diagonal waterway drilling down through the
bifurcation, careful examination can determine where the port is at risk. The
valve guide boss and end of the guide again protrude into the port and the
outside edge of the guide and its boss can be carefully reshaped to ease
the transition from valve throat to port.
There is a large lump in the port roof which is much worse than on the inlet
side, this again follows the form of the underlying waterway and can be
reduced by 1-1.5mm to try to straighten the line from the throat to the port
exit, this improves the port shape quite dramatically, but great care must be
taken to avoid breaking through. This is the main obstacle to the ports flow
and causes the flow to break away from the port walls.
The port exit is slightly short on area for standard sized valves, and once
again it is round in section, careful shaping of the valve throats and port
tunnels is required in order that the two flows from the exhaust valves don’t
interfere with one another too much. Enlargement of the port exit should be
confined to the roof of the port. There is merit in squaring off the corners of
the port exit to a degree and opening the port roof up a little at the exit face.
The valve throats are a little too small and need opening to around 23.5mm.
The exhaust seats are too wide and can be reduced to around 1.6mm, the
valve can have the inner edge of the seat slightly radiused where it meets
the back of the valve. The outside edge of the face of the valve can be
radiused also. The inserts do not match up well with the valve throats and
port contour; again the edges of the inserts can be blended into the throat
area. The short side of the port lines up particularly badly with the inserts
leaving a very sharp edge this area need blending into a smooth radius
which should be concentric with the opposite side of the valve throat area.
Quite often the valve seats are not cut to the full widht of the valve but are
around.75mm undersized, this in turn limits the maximum possible size of
the valve throats, it is worth ensuring that the seats in the head are cut wide
enough to accomodate the full size of the valve, then the throats can be
opened without compromising the integrity of the seat. It is beneficial to
have a small radius or 60 degree cut leading into the valve seat.
Standard exhaust valve (VVC) and one modifed with 30 degree cutback,
this cutback reduces the seat width to around 1.5-1.6mm
Standard exhaust valve (VVC) and one with radiused/modified edge
Exhaust seat in head (VVC) with 60 degree cut before valve seat
Larger exhaust valves

As yet I have not fitted larger exhaust valves to a VVC/VHPD head but the
inserts would easily take a valve of 28.5mm with a corresponding increase
in throat size and port area. Since a modified exhaust port with standard
27.3mm valves flows over 110CFM larger valves are probably not
necessary.
Combustion chamber
The VVC style combustion chamber represents a significant improvement
over the K16 as it does away with the two 'dead areas' at the sides of the
chamber.
The combustion chamber is similar to most pent roof heads; there is very
little shrouding, only when fitting larger valves do the combustion chambers
need reshaping a little in the corners. Here the bigger valves need un-
shrouding by a millimetre or two, blending the area into the chamber wall.
This is normally where detonation starts so care must be taken to get a
good contour with no sharp edges. This un-shrouding must not cause the
chamber diameter to exceed the bore diameter at any point, be careful only
to flare the chamber wall out 1.5mm or so.
Other than that just a clean up of the combustion chamber to remove any
casting marks or sharp edges around the seat insert and some cutting back
of the chamber surface to minimise any 'recessed' inserts is all that is
required. A small radius imparted to the sharp edges of the combustion
chamber will help prevent detonation.
If the head needs has been modified in accordance with the instructions
above then it will need a skim of approx 10 thou to bring the chamber
volume back to normal, a further 10 thou will raise the CR by
approximately .5 of one point. If you are retaining standard K16 pistons then
this is recommended, if you have forged pistons then it is wise to just
remove 10 thou. Although the head is lacking in stiffness experiences has
shown that up to 30 thou can be safely removed.
With ceretain cams that have more than 10mm lift, such as the 1227/835
and BP320 grinds the tip of the lobe of the cam can foul the cylinder head at
the top of the follower bore, this happens if the base circle is larger than
28mm and the lift is greater than 10.5mm. It is necessary to fettle this area
lightly to provide clearance and this is best done while the head is being
modified. Speaking from experience, you dont want to find this out when the
head is fully assembled with the cam shimming complete since it is then
necessary to completely strip the head to undertake the necessary work,
below is a photograph showing where the head has to be fettled, this may
need to be done on both sides of each follower bore and on both the inlet
and exhaust cams
Replacing valve guides
The guides as fitted to K-series heads are of acceptable quality in standard

applications, but when valve lift and acceleration are high they can wear at a
fairly rapid rate. When the heads are modified the guides are often
shortened to conform to the shape of the port, this is the only way to
acheive the correct port shape without removing the guides. Sometimes this
can lead to rapid guide wear which in turn can cause valve seat / stem
problems and leakage from the valves. To help longevity it is worth
replacing the guides with better quality Colisbro equivalents which are
available from REC (Paul Ivey), these are half the price of the standard
production guides and are much more durable, they also run closer
tolerances. If the head has been modified by removing the guide boss it can
be beneficial to taper / bullet the end 10mm of the inlet guides at an angle
of about 70 degrees (see drawing below). The new material is much more
hardwearing and if the new guides are kept full length the longevity is vastly
improved. The seats will need to be recut to match the new guides so if you
are replacing the guides at the same time as porting, do not cut /trim the
new seats until after the new guides have been fitted because they are
unlikely to be entirely concentric with the old guides. Make sure that you
leave the old guides in when porting so that they can be used to help
assess the concentricity of the valve throats as you open them up.
To remove the old guides you need to heat the head up to around 150-175
degrees Centigrade (gas mark 4), by placing the head in a normal oven for
about 30 minutes at this temperature. Ensure all the oil is washed off the
head and that the stem seals are removed. Once the head is at this
temperature the old guides can be knocked out easily with a suitable drift
(see drawing above) with the head on a flat surface. Ensure that the outside
diameter of the new guides being fitted is the same as the O.D. of the
guides being removed. Before fitting the new guides they should be placed
in the freezer while the head is being heated up to 150-175 degrees. The
guides should protrude 6.3mm from the spring seat when fully home, a
suitable drift can be used with a spacer in order to drive the new guides
home, ensure that the guides are driven absolutely perpendicularly to the
hole, a sleeve can be made to slot into the follower bore to assist this (see
drawing below).
Fitting the rotor arm spigot to the inlet cam
If you are replacing the inlet cam on an engine equipped with a distributor
cap and single coil then you will need to fit a rotor arm holder in the end of
the cam in order that the distributor functions correctly. The holder can be
bought from Rover for around £6 and is identified by its part number
(NJJ10001). The picture below illustrates the required radial position of the
insert WRT the lobes on the cam, if this position is incorrect then the engine
may run improperly. The picture shows the cam resting naturally on a flat
surface with the cam lobes for cylinder 4 exactly vertical. Note the angle of
the ‘flat’ on the rotor arm insert is around 10 degrees to the vertical when
the cam is in this position. Sometimes the end of the insert that fits inside
the cam is a little tight and requires a larger chamfer and some light fettling
to get it started. Once it is started it can be knocked in with a suitably sized
deep socket, it should be knocked home until the bush part of the insert is
flush with the end of the cam
Retention of distributor cap with VVC head

When using a VVC head on an a K16 engine which previously had a
distributor cap fitted it has previously been necessary to convert the engine
to wasted spark using a twin coil pack and individual leads with appropriate
changes to the engine management. It is possible however to drill and tap
the end VVC blanking plate to accept the original distributor cap and fit a
rotor arm holder to the end of the inlet cam and save some expense and
aggravation. When you offer the cap up to the blanking plate you will see
that it will sit in a natural position with the two holes offset downwards and
lining up in a horizontal position. This is in a slightly rotated position (35
degrees anti-clockwise) from on the original head and requires the rotor arm
holder in the end of the cam to be fitted rotated 35 degrees anti-clockwise to
compensate. This makes a perfectly satisfactory solution and allows
retention of all the original ignition componentry.
The rotor arm insert needs to be driven 3mm further into the end of the inlet
cam than normal and the plug leads need to have the centres of the leads
pulled 15mm further down towards the plug through the plastic rigid section,
if you lubricate the plug lead where it enters the plug end section then this
can be done fairly easily.The picture below shows the original cap mounting
on a K16 head, the cap as fitted to the VVC blanking plate, and the VVC
blanking plate as drilled and tapped (M6 x 1 thread) for the cap.
Comparative positions of rotor arm spigot for standard and VVC inlet cams
Torque wrench settings
Flowbench Comparisons
To see the flowbench results on a standard K16 head, a VVC/VHPD head
and some modified big valve K16 and VVC heads click here.
Rolling Road results

So far two of the cars with modifed 1600cc engines have been on a rolling
road, Paul Ransons and Johnty Lyons Caterham Superlites (standard
output 118BHP) which had already had the 'supersport' kit fitted (138BHP)
were fitted with identically specified modified big valve heads prepared by
myself (29.5mm inlet , 26mm exhaust), Piper 740 cams using solidified
standard hydraulic followers and Jenvey dual TB throttle bodies on
manifolds of our own manufacture. This combination gave a very satisfying
179BHP @ 7600 and 128ft/lb torque between 6200 and 6600 for Pauls car
and a nearly identical 178BHP with a little more low down torque for Johntys
car. Both cars used Emerald M3D 'K' engine mangement ECU and were
mapped on Dave Walkers rolling road at Emerald.
For comparative purpose Dave Walker also ran two other Caterhams up on
his rolling road on the same day, a 1600K Supersport and an 1800K
Supersport, the 1600SS made around 140BHP with the 1800 making
around 135BHP but more low speed torque. This gives testimony and
credence to the accuracy of the rolling road since the supersport conversion
is rated at 138BHP.
The overall cost of the conversion including rolling road mapping, gaskets
sundries etc was around £1500. This output is not far short of the VHPD
engines output and is from only 1588cc. Needless to say the cost
comparison between a VHPD engine and a converted one is an interesting
one. As is the comparison between the Supersport conversion and this one
since these modifications can be made to a basic non SS engine. I would
expect Tor Atles Superlite to give 10 to 15BHP more since it has more
extensive head mods (VVC sized inlets) and more extreme cams (Piper
835). Bernards Elise head has the same spec as Tors, but 740 cams, it is
however an 1800cc K engine.
Below is a plot of Paul Ransons power and torque curves extracted directly
from the rolling road. The fluctuations in torque between 1100rpm and
2000rpm are due to abberations in the coast down tests at such relatively
low speeds.
Elise Rolling road session

We now have the rolling road results for Bernards Elise (1796cc) it was
fitted with a modified big valve head prepared by myself (VVC sized
31.5mm inlets, 26mm exhausts), Piper 740 cams using solidified standard
hydraulic followers and Jenvey dual TB throttle bodies on a manifold of our
own manufacture. It used a home made airbox and an aftermarket exhaust.
The standard (horrible) exhaust manifold was retianed but was fettled by
myself. This combination gave 194BHP @ 7600 and 142ft/lb torque @ 6400
at a recent Lotus Elise rolling road 'shoot-out' at Emeralds rolling road. The
engine management system was the Emerald M3D'K' ,and the car was
mapped on Dave Walkers rolling road at Emerald. For what it's worth the
standard engine before modification gave 122BHP on the same rolling road
which is not far off the factory estimated output of 118BHP, this gives
credence to the accuracy of the rolling road.
Following this a VHPD Caterham was run up on the same rolling road and
made 181BHP, after examining the power and torque curves it was clear
that the power run was interrupted just before peak power. I would estimate
that had the misfire which caused the early finish not taken place it would
have made around 190BHP. Its power and torque curves are shown below
that of Bernards Elise.
Below is a plot of Bernards Elise power and torque curves extracted directly
from the rolling road. Bernard engine retains the standard cat and short
exhaust manifold.
Caterham VHPD Rolling road session

Below is a torque and power graph from a VHPD engine in Graham
Ridgeways Caterham which is the car which took the record as the fastest
road car lapping the Nurburgring, it is an interesting comparison. The VHPD
uses the VVC style head, Piper VHPD cams (280 degrees) and dual twin
throttle bodies. The cams are hotter than the ones used in Beranrds Elise
and Paul/Johnty's Caterhams
Steve Butts Elise Rolling road session

Steve Butts Elise proved to be one of the better road conversions, making a
creditable 206BHP after a bit of playing with the cam timing, it was fitted
with a modified big valve head prepared by myself (29.5mm inlets, 26mm
exhausts), Piper 740 cams using solidified standard hydraulic followers and
Jenvey dual TB throttle bodies on a manifold of our own manufacture. It
used a home made airbox and a 4-2-1 manifold which was custom made, it
was also fitted with forged pistons. This combination gave 206BHP @ 7500
and 153ft/lb torque @ 6100 at Emeralds rolling road. The engine
management system was the Emerald M3D'K' ,and the car was mapped on
Dave Walkers rolling road at Emerald. It is a great pity that the car was
destroyed by fire before Steve had a chance to use it in anger. Steve now
has a VHPD engined Elise and will be embarking on some modifications
before long
Mike Bees' 1700 Caterham Superlite

Below is the torque and power curve from Mike Bees K series Caterham
Sprint car. The engine is a proper competition prepared unit using a steel
crank and rods specially made to bring the capacity to 1700cc, it also uses
forged pistons and stronger liners. The cams are Piper 835 exhaust and
Piper 290 inlet, with solid followers, it uses Jenvey single throttle bodies on
a Jenvey manifold , a Caterham long 4 into1 exhaust, an Emerald M3D
ECU and a big valve VVC head prepared by me. All told the output is
exceptional and a credit to Mike
Engine information
Capacity Bore Stroke Rod length

1397cc 75 mm 79 mm 139.9 mm
1588cc 80 mm 79 mm 139.9 mm
1796cc 80 mm 89 mm 133.1 mm
Contacts
QED www.qednet.demon.co.uk (paul@)
DTA www.datafast.demon.co.uk
Paul Ivey (Race Engine Components 01902 373770)
Jondel Race engines (01933 411993 jondelrace@aol.com)
Piper Cams (01233 500200 .. warren.johnson@pipercams.co.uk)
Jenvey Dynamics (01746 768810)
Doug Kiddie
Jim Currie
Roger King
Southern carbs 0181 540 2723
Example costings for Elise Upgrade
16 valves ex Paul Ivey (31.5/26 VVC) £220

Head insertion £180
Head mods -
Cams £260
Springs £58
Throttle bodies/induction kit £440
Exhaust £300
Manifold £140
Shims/dowels etc £25
ECU £500
Mapping £200
Gaskets sundries £100
Example for Caterham Superlite
16 valves ex Paul Ivey (31.5/26 VVC) £220

Head mods -
Cams £260
Springs £58
Throttle bodies/induction kit £440
Manifold £140
Shims/dowels etc £25
ECU £500
Mapping £200
Please note that this is not a complete list and will be updated as further information becomes
available.
To add
Cam detail changes, better description of engine, ultimate engine mods, dry sumping, steel crank
rods, piston pictures, modified block/head/trhu studs, engine brace
Mods to VVC head, streamlining of guide bosses, , short turn photos, oil way restriction, VVC
exhaust seat cutting
. Steel caps, mods to steel caps, oil seals, right type/wrong type with double springs VVC
followers vs normal followers, VVC shims, after market followers and shims
Cam shimming, use of tool, side of grindstone etc.etc.
Forged pistons, late rods vs early rods , problem with tang cut into both rod and cap, source of
better liners, torque plate honing, uprated gaskets
Cam timing, lift at TDC, lift at TDC for various cams, marking of verniers, cam locking tool
Tooling for head mods, mandrel, burrs, spirabands, holders, turned down valves
Suggested mod levels, hydraulic cams/TBS etc.etc. EBD manifold and contact details.
17 Nov 98. 1

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Fitting verniers and timing cams

VHPD Induction system

Rover ‘K’ series engine

Things which make the ‘K’ series difficult to tune are

A non programmable ECU (the Rover MEMS)

Bolt-on engine upgrades

Emerald Electronics (0207 737 7114 EmeraldM3D@aol.com )have

surreal claims about their handiwork. At present it is not an easy task to

At a recent Lotus Elise rolling road 'shoot-out' at Dave Walkers workshop

Selecting a cylinder head for modification

Casting number Port size Head type

LDF 10091 31mm 1.4 K low port

LDF 10233 34mm 1.6/1.8K high port

LDF 106350 34mm 1.6/1.8K high port

LDF 105460 36mm VVC

LDF 106970 36mm VVC

LDF 10290 36mm VHPD

Standard K16 Cylinder Head

5 VVC/VHPD head running larger 32.5mm inlet valves

Paul Ivey (Race Engine Components of West Bromwich) manufactures

use in K16 and VVC/VHPD heads. There may well be a bore/piston

To see flowbench comparisons between the standard K16 head, the

Below is a photograph of the Paul Ivey valves in comparison to the OEM

Paul Ivey valves

them a little more expensive.

Piper conversion kit for VVC head to take solid cams

Kit as fitted to VVC head

Valve spring caps

Piper steel caps

Valve stem oil seals

Camshaft, followers and drivetrain

Hydraulic followers can suffer from three main maladies:-

K Series cam followers

All 3 types of followers can be converted to solid operation and there is

Converting followers to solid operation

Click here for diagrams of the solid tappet conversion

There is a weight saving to be made by using genuine solid followers over

Follower weights (with shim)

Early K follower 56gms

VVC follower 48gms

Cam timing and verniers/dowels

Fitting vernier pulleys

Following this the horizontal marks on each original pulley can be

Before fitting it is wise to advance the exhaust vernier by 10 degrees and

Setting the cam timing using 'lift at TDC' method

Procedure for inlet valve

i) Remove the cam cover and gasket

ii) Remove the cam belt cover

ix) If it's not right, repeat steps vi) to viii)

Procedure for exhaust valve

xiv) if it's not right, repeat steps xi) to xiii)

Remember that whatever changes you make to the engines specification

Induction and engine management

If you are serious about wanting a horsepower increase then a replacement

DTA Race Electronics, England.

EFI Technology / Ole Buhl Racing, Denmark and England.

I have considerable knowledge and experience of the Emerald system and

Emerald Electronics, England.

Click here to go to Emeralds website E-mail: EmeraldM3D@aol.com

I have some knowledge of the GEMS system, it is used by Mike Bees in

Target price £680

Autocar / Lumenition, England.

Autocar / Lumenition, England.

Motec Europe, England.

Racetech Developments, England.

Webcon UK. Alpha Group, England.

Individual throttle bodies on manifold stubs with injector pockets

Dual throttle bodies on suitable manifold

Direct bolt to head dual bodies

Individual bodies - type ‘SF’

Guide price for this type of system is around £700.

Dual bodies - type ‘TB’ and ‘TH’

Guide price for this type of system is around £550.