Back from the dead, but I may have a solution to the original problem of low compression when using a solid lifter head with combustion chamber in it. The 1w pistons (from the diesel) are flat headed too. I've just been to collect a spare set. If I can get a solid head, i'b be up for having a look at this again.

Another issue, valve sizes. Any one know of them for the solid and hydro heads, so we can compare?

the way to have a low compression solid lifter engine is obvious isnt it? just go with a hh, there 8.2:1 as standard

you could use 1w pistons and rods(different to petrol engines, have 22mm pin) on a petrol 1.3 crank in conjunction with a combustion chamber early head, the compression height of the 1w piston is around 1mm higher than the hh meaning the CR will be higher by a small amount

hydraulic heads have bigger valves than the early heads and the dimensions are completely different

Yes, hh is the way to go, but they are rare as rocking horse shit. Plus I have a spare set of 1w pistons. However, what do you mean hybrid? Are the big ends different sizes?

And does anyone know if big valve solid heads are available? Or if there is enough space to grind out bigger valves?

For the gains you would get over using a solid lifter head oppose to a hyrdo head, i'd stick with the latter

Do you not think there is anything to be gained then max from the solid? It probably isnt the best way to go, but it'd be a project, and would look awesome in an older car (I'm thinking mk1 polo!)

Any one know anyhting about fitting larger valves?

Well, the solid lifter heads benefits over a hyrdo is the fact that they take higher revs better.

But they come with smaller valves, un-suitable cam profiles and are more prone to failure.

No brainer for me personally,

You may be able to get away with having larger valve seats cut in, but thats not cheap by a long shot and you would still end up with a pretty standard head thats not all that up to being part of a boosted lump.

Newman cams offer solid lifters. I assume for use with their cams in hydro heads.

I've heard that the solid lifter heads have smaller valves and ports than the 1.3 hydro heads.

You'd need to do extensive mods to the head, and possibly the bottom end to make the best use of the extra rpm.

Although not perfect, wouldnt the GK cam be usuable for a turbo application? From what I undserstand they are the GT equivalent, which is said to be reasonably suited to a turbo application

I dont mind doing a bit of work on ports etc as I would be in no rush to complete the engine. the valves may be a diferrent issue on the other hand

Yes, hh is the way to go, but they are rare as rocking horse shit. Plus I have a spare set of 1w pistons. However, what do you mean hybrid? Are the big ends different sizes?

And does anyone know if big valve solid heads are available? Or if there is enough space to grind out bigger valves?

hh engines arent that rare, 1w pistons have a 22mm small end so you need the matching 1w rods

early big valve heads are available, loads of stuff available in germany but they cost a fortune, i do no that pinto exhaust valve can replace the inlet valves but thats all the oe parts you can use, thing you would need custom jobbies for the exhaust

Well, the solid lifter heads benefits over a hyrdo is the fact that they take higher revs better.

But they come with smaller valves, un-suitable cam profiles and are more prone to failure.

No brainer for me personally,

You may be able to get away with having larger valve seats cut in, but thats not cheap by a long shot and you would still end up with a pretty standard head thats not all that up to being part of a boosted lump.

ye I've got to agree with you here max, i love the early solid lifter engines but when it came to building my turbo motor i went straight for a hydraulic engine

Hh aren't rare? Thought we'd decided they were Anyhow, I have the complete 1w piston and con rod. I'll investigate the big valve heads, so thanks for th heads up. I could probably modify something if I could get an old head to look at and get bigger seats ground.

Although not perfect, wouldnt the GK cam be usuable for a turbo application? From what I undserstand they are the GT equivalent, which is said to be reasonably suited to a turbo application

I dont mind doing a bit of work on ports etc as I would be in no rush to complete the engine. the valves may be a diferrent issue on the other hand

ye you could use a gk cam, probally in conjunction with a small t25 turbo

Hh aren't rare? Thought we'd decided they were Anyhow, I have the complete 1w piston and con rod. I'll investigate the big valve heads, so thanks for th heads up. I could probably modify something if I could get an old head to look at and get bigger seats ground.

no hh arent that rare, compared to gk they arent anyway, also theres a engine fitted into mk1 golfs similar to the hh engine with the gf/gs engine code

Cook. I have the 1w ones anyhow, so will probably have a look at using those as it is. And yeah, the gk is rare I know. Someone was selling one recently, should have snapped it up!

Are those golf heads compatible with polo engines then?

O HAI solid lifter turbo fans!

Our very own Winston's scirocco

That's a left hooker right? That's nice. What size is it? I was thinking of putting the turbo in a 'rocco but want sure there would be enough power. Plus you can do kr conversions etc and get the same power as standard

Arun <3 <3

Its right hooker but I've converted it from big to small block by flipping the engine mount. Big block engines hang to low and generally suck ass!!!!

It was a PY head and bottom end but after building it all up and running it I found out the bottom end was shot.. So I bolted all my parts to a spare HH engine I had lay around and run it at low boost 6psi. TBH I've not really pushed it on boost as I'm using it as a daily.

I plan to rebuild the PY bottom end, fit a HK head to it with a HH cam and GK inlet. I'm just trying to source parts at the minute.... with much help from Phataz.

Of course, it has a remote servo doesnt it. Was confused since it's on the left.

Why use the hh cam? And what turbo/carb are you using? I'm guessing r5 turbo carb right?

How does it perform in a 'heavy' 'rocco?

I'm using a HH cam because its the next best to a GK cam.

Yep.. 5 Turbo carb and a 5 turbo Garrett T2/T25 Hybrid

Performance wise the clutch slips pretty bad when it comes on boost (4 speed HH spec) and its quite laggy, it doesn't start to come on boost till 3.5k.. TBH I've just been pootling it about to make the engine last till I take it off the road for winter. I'm aiming for 150-170bhp when I rebuild the new engine.

HEAVY!!!!???.. Mk1 Roccos with a small block weigh in at 810kg.. which is pretty much Mk3 polo weight

Wow, is that all? Then I wouldnt hesitate to put mine in a rocco then. Or an MK1 golf if i could get either.

How come its so laggy? Is that due to the turbo being too big, or the gear ratios being so far apart? or someother issue? Whats the spec of the new engine going to be? I'm assu,ing your going back to hydro head?

Wow, is that all? Then I wouldnt hesitate to put mine in a rocco then. Or an MK1 golf if i could get either.

How come its so laggy? Is that due to the turbo being too big, or the gear ratios being so far apart? or someother issue? Whats the spec of the new engine going to be? I'm assu,ing your going back to hydro head?

He's gonna use a flat bottom solid lifter head like we are/were thinking of doing, on a G40 bottom end :-D

HH, GF, and GK cams are all exactly the same

Are they? Thats handy to know. What made the GK so special then, purely the inlet? Best keep my eye out for one of them

Which heads are flat bottom by the way? I was thinking of using a normal head with C.chamber in the head and then using the flat top 1w pistons. Maybe a 1w crank too to get a 1.4

GK had proper high compression, big bore inlet like you said, and electronic ignition I think. Had its own little ECU to control timing similar to a big block KR engine.

Flat bottom solid lifter heads came in GK, HK, and GL engine codes as far as I'm aware. There may be more but I dunno...

The thread in the FAQ section says all the varying durations of each of the solid lifter cams

I've had a look at the cam info, just not too sure what it all means. Duration especially. It seems some of the more 'normal' engines had similar, if mot greater lift/duration than the GT cam, which i thought was the best OEM item available (for hydro heads). Can you enlighten me further?

so a flat bottom head and g40 bottom end would give a good CR for FI then?

so a flat bottom head and g40 bottom end would give a good CR for FI then?

yes it would give the same compression as a g40, would be no probs been a bit higher though