FS: Heavily built caldina cylinder head.

The cylinder head build isn't your run of the mill build.
 
The cylinder head is a caldina (ST215) cylinder head, and encorporates a cam sensor in the head, whilst the crank sensor is mounted on the front of the crankshaft.  Ports on the ST215 head are very similar to the gen 3 ports (if not identical) and are of far better design then the gen 2 ports, which were designed with the use of TVIS in mind.
Custom Ferrea  valves a fitted, these are 36mm on the intake side (2.5mm OS) and 31mm on the exhaust (2mm OS) (cost big dollars).  To install these larger valve seats had to be fitted.  These are a durabond powder steel seat.  The standard cast iron guides were removed and replaced with a manganese bronze valve guide, these were shaped and tapered in a lathe in order to provide maximum control over the valve stem but minimum interference to air flow into the combustion chamber.  The normal stub that is found around the top of the valve guide bore was machined down in order to accept the dual spring inner spring seat. 
  
Supertech dual valve springs w/ titanium retainers (gen 3 shim under style) and CNC'ed ferrea locks are used.  Throat correction for the OS valves has been undertaken and the throat is sized appropriately for the valve sizing and camshafts used (Kelford high lift 272's).  The bowl area was reworked after seat replacement and machining for the OS valves.   Combustion chamber shape was reworked to allow maximum deshrouding of the valves with the use of an apexi 88mm bore gasket.  Chambers were then polished.
 
Head has been faced and will be ready for installation.  Timeserts are fitted to all studs on the exhaust side to ensure there are no instances of stripped threads.  
HKS cam gears would be fitted to the cylinder head and I would supply it with the apexi gasket the combustion chambers are designed for.  I would probably also be able to supply seperately a custom tapered runner manifold to suit the head.  Valve sizing, cam profile, intended RPM limit etc were used to calculate the plenum volume, running length, size and taper. 
 
I'd have to get at least $4k for the cylinder head w/ gasket ready to bolt on, which many will laugh at, however, I have in excess of 5k into this head. It is probably one of the most heavily built 3SGTE heads around.
 
Intake manifold would be an additional $1000.  Can be used on a gen 3 or caldina. 
  
 
 

Pictures are always good hey, here are some preliminary pictures.  I'll get further pictures once its all buttoned up.  EOI will only be valid until Borg Warner deliver my turbo as I intend to begin getting my turbo manifold manufactured then.  As I have around $2000 in the manifold I don't want, nor have the luxury to change my mind and go beams thereafter, as the manifold flanges between the caldina and beams are different.
 





 
Mani (only available if the head sells):

Still available at this stage.  Awaiting arrival of supertech springs and retainers etc (shim under) so I can get the clearances set and the head assembled.

Alright ladies and gents, this will be moving on and is now definitely for sale.  This is still sitting at the head shop awaiting finally assembly.  I haven't pushed them to get it done for me as I was waiting on other components (ie the turbo) to arrive.  I dropped down there today with a set of brand new OEM valve seats and they said they'll have all the clearances set and the head assembled within two weeks.

Price is $4000.  If you want a nice custom manifold, designed by RacerX to suit the cylinder head and cam characteristics with tapered runners and all the fruit that will run an additional $1000.
 
Please contact me if you require any further info.
 
Regards,
 
James.

Yeah mate, its never good I guess but looking onwards and upwards.  I don't regret my time with the MR2.  I learnt alot, met alot of great new people and had alot of enjoyment piecing together my ultimate build.  Of course it'd have been good to put it to use, however, I don't see me having time to get everything completed.  Over two years waiting for a turbo has also dulled my interest.  If it had of arrived 2 years ago, I'd likely have had the whole car together and running long ago.
 
Ah well, I have no regrets!

Hey James,
 
Epic head mate!
 
Just got a few questions about it - the custom Ferrea valves, do they protude further than OEM gen 3 ones?  (As in, would you be able to bolt this straight onto OEM gen 3 block without changing the pistons?)
 
Also, obviously this head was built with a goal in mind (power wise) but what is its main characteristics?  Is it to maximise flow and increase max rpm? Or built to suit a specific turbo?
 
Finally, I guess bottom line question is, what setup would you recommend (turbo, bottom end) in order to best utilise the head?
 
 
 

MIDN1T3

Hey James,

Epic head mate!

Just got a few questions about it - the custom Ferrea valves, do they protude further than OEM gen 3 ones?  (As in, would you be able to bolt this straight onto OEM gen 3 block without changing the pistons?)

Also, obviously this head was built with a goal in mind (power wise) but what is its main characteristics?  Is it to maximise flow and increase max rpm? Or built to suit a specific turbo?

Finally, I guess bottom line question is, what setup would you recommend (turbo, bottom end) in order to best utilise the head?

 
it's built to potentially flow the most of any other built 3sgte motor and make in excess of his previous 550odd-rwhp motor....smallest turbo you'd want to fit would be a gtx3582r.
 
that said, obviously it'd work with a smaller turbo, but you wouldn't be using only a percentage of it's potential.
 
you would want new pistons with larger dia valve reliefs than std 3s. oiff the shelf forged 3s pistons may not large enough dia cutouts either.

Still somewhat available at this stage!