N/A motor build, what irons? (TII or four port N/A)
 

Ive got a set of S4 TII end irons im porting, can be seen here
TII Iron Port
TII Iron Port 2
TII Iron Port 3

I also have a set of these dirty bastards that i ran in the other motor.
N/A Housing
Closer Veiw of N/A Iron

My real question is, which ones should I run? To me it looks like the TII ports are super small compaired to the 6 port motor, which... doesn't make much since to me. I also have an S5TII intermediate housing I'm putting a big port on too.

This is a picture of the TII iron on the left when i just started to port it, and the N/A iron on the right, I havn't touched it yet.TII vs N/A Iron

Another option would be for me to sell the TII irons and buy some N/A ones. Id rather just use the TII ones but after looking for a while, shit they dont look like they flow very much. How do you turbo guys squeeze 4-500HP out of these little passages? Oh yeah, maybe the big ass turbo has something to do with it ;).

Oh BTW the red is the painted flat surface of the plate, i havnt even started to bevel out there, (if I decide its a good ideal).

edit

Would that be to much overlap if you used the n/a iron?

You know i honestly dont know too much about all that. (yeah.. probably not the best thing to say right now). The port timing thing seems sort of vague to me, as in I'm not sure too many people really know the specifics to it. But what I do know, is that the motor ran really good, very strong up top, very strong. The pull from that motor put the 14.6ET motor to shame. Very smooth power from 3.5K+. Bottom end though, it was sort of a dog, which *could* be due to overlap (or the absence of operating 5/6 sleeves). I honestly don't know how to measure the degrees in timing, or I'd have to check it out on those ports. Anyone know a surefire way to check overlap, intake opening/closing degree's ect? It would help me out alot, thanks.

progress today
 

Hey guys what do you think of this SP so far? i think its pretty mild, but it feels like its getting thin. Im sure that people have ported these irons much more than this before (S4TII). This port all together looks about as big as a stock N/A, am I right?
S4 Iron SP
S4 Iron SP2
S4 Iron SP3
S4 Iron SP4

TII irons + big streetport

How much do you think i can go? I can see on the corners where the metal layers are.. thats time to bevel out im assuming. IM sticking my finger in the water jacked to "feel" how thick it is, or more so estimate. I could use some advice if I'm doing anything wrong. Thanks

Charles

And lets see that again.

you guys talking about putting s5 rotors in a s4 TII N/A. I would want to make a monster na using the 4 port. I saw the turbo block off plates for 50 bucks a set.

Well i have a set of TII irons and a set of those monster saimesed N/A irons. The problem is i think the N/As might be too much into the oil seal (although they didnt smoke when they were running, but had bad low end). I wanted to use the TII irons but now people are telling me they wont flow as good as N/A ones.. so.. damnit, now I might have a set of TII Streetported irons for sale.

All this going into my 86base as an N/A motor. I have a set of manifolds that will fit onto a TII motor. Still using the stock N/A S4 rotors.

Has anyone heard of anyone using TII irons on an N/A motor? Id like some more opinions but it doesnt seem like too many people know which way to go.

Thanks

I'd use the 4 port. Better flowing stock intake manifolds for the upper RPM horsepower, and is far superior a set-up should you ever choose to run nitrous or a turbo.

I have built an N/A engine using the 4 port block (with the intentions of later using a. S5 High Comp rotating assembly, ported S4 irons, TII LIM w/ FD UIM & TB, custom header and exhaust, custom cold air intake routed to the passenger side (via relocated battery), and various other mods.

I won't give out wxact port specifics, but I went with a large primary (ported up, down, and out) and a very large secondary (up and out).

Any specific questions?If you plan on low rpm torque and low rpm drivability, use the 6-port irons. If you want a N/A HP beast, use the 4 port.

You need a degree wheel to figure this out accurately. Degree wheels are really something best explained in person... not something that I can easily describe over the internet.

Bah... tell me all of your plans for this car: Fuel mods, ECU, willingness to build custom intake and exhaust manifolds.... etc etc as well as your end goals as far as powerband and I'll give you a better idea of what you should do.

I have this same question. at some point I need to build a motor. I want it to be around a 8,000 RPM, high horsepower motor. It would be mostly an autocross/fun car. Torque is not too important because the autocross' in middle TN are pretty big. Should I stay six port and just pull the sleaves? four port? What is a hot NA set up to make around 200 e-shaft horsepower without too much trouble/ intake work?

Sean again you've come through with some great information.

Well heres the catch. I dont have any six port N/A motors anymore. I have three motors, an F'ed up Aux ported 6port (previous owner went wwaayy too far to the combustion cycle). The other N/A motor i have is that Saimesed 6 port motor . This motor flowed pretty good with a mildly ported N/A intermediate housing, no low end but was a beast up top. The last option is the TII intermediate and end irons, which can be seen on the previous post.

I'll be using the stock ECU, Ported stock manifolds (S4N/A). I have an S4N/A LIM thats been ported to fit a TII motor (dont ask, found it on a TII motor.. low comp rotors and all in a base.. strange). I'm not looking for anything too serious in N/A form, I do plan on running wet nitrous and/or turbo in the future BUT I dont want it to be a dog if for some reason I can't fund or decide against adding anythign else on (for say I decide to sell it). This is all going into an 86 base.

To be perfectly honest... I don't really care which way it goes, more TQ, more HP whichever, all I care about is times. "Fast" is what I'm after, if it happens to be up top, or down low, I dont really mind, I'll drive it where it likes to be (within the ECU limits of course). I know I can take the loss of TQ being I ran that saimesed on the street and I know it has less TQ than the TII irons on an N/A.

Run the TII irons with very limited porting (only port up 2-3 mm) on the primary and large porting on the secondary.
Use S5 rotating assembly and use the TII intake manifolds and throttle body.
Run the exhaust of your choice.

The limited budget and use of the stock ECU scraps any good use of the auxilary port irons.

Well i dont think ill be able to run an S5 rotating mass, but im not too worried about that. So you think the TII irons flow better than stock N/A ones, or even porte N/A ones? the onlything im concerned with is the realitivly mild timing on the TII vs the N/A irons. Thanks again.

If I could post dyno graphs, I would, but they do not belong to me. Because of my inability to post dyno proof, I won't make any power claims, but of all the N/A engines I have built for high-rpm power, I was most satisfied using the TII end irons, as long as used with the TII intake manifolds.

Well ill take your word for it. I mean hell, if i do end up putting the TII irons on there and for some odd reason its not as fast as I want it, its going to be that much easier to put a turbo on it, which im SURE will cure any and all my "go fast" urges. Thanks, Ill take your word for the dyno, if you do want to spill some beans, I'm just curious to the HP a TII ironed N/A motor would make.