I have never considered the frequency and oscillation possible in a valve spring before. As soon as you mentioned the free spring and the Slinky it hit me. Man, sometimes the more I know, the more I become aware of just how little I know. Thanks for all you share here Dave.
So...I guess this is where in-depth knowledge makes all the difference. The devil's in the details. Throwing money at a thing vs giving money to the right people. Thanks for sharing.
Well I know who I'll be calling for head work when I want to break open my G16E-GTS. Currently just a bunch of bolt-on's and waiting on an intercooler before I get tuned, spoke to John at Nemtec and they will probably be helping with that. Supposedly with the few bolt-ons I have installed valve float may be an issue and I've seen the issue with the GRY where the rockers were coming off their perch and causing all kinds of havoc so I'm a little paranoid now. Great Video!
I think Lamspeed racing have solutions as they’ve done a lot of r & d on the GR Yaris which the 3 pot originated from ,they’ve currently pushed the boundaries on the GR Yaris pushing close to 1000hp at the crank .
The “scalloped” portion is to direct air at a more shallow angle to create a higher pressure zone to increase tumble at low rpm in low lift area of the cam. It allows air to leave the port earlier and faster. I use a different technique in the Civic type r K20c1 to open the port while keeping really good low rpm airspeed to keep tumble. Air entry in direct injection is a totally different ballgame and to many companies just hog out heads and lose power cause they do it wrong. Max cfm doesn’t mean max hp.
Much appreciated on the heads up here. Its very concerning to me that one of the kits is more than double the price of the other and was made by the manufacturer to be paired with their aftermarket cams. I went with the cheaper option B, and it makes sense that i got what i paid for, though its still a pain in the ass. Looks like ill be waiting to see if this new kit comes out any time soon instead since my head is still currently off the engine.
Please dont tell me its a kelford spring and retainer loc with the issue as ive built one running 800hp reving to 8400rpm so dont want potential issue 😬
Is that condition that occurs too far from coil bind called Spring Surge or is that something different? I'm pretty lost with performance stuff. GSC sounds like some great folks. Seems like they make stuff as right as possible instead of close enough like most
I feel like we always get the short end of the stick with cars in USA considering everyone else got a 4 cylinder GR corrola. I wonder if the 4 banger is as big of a turd head wise
Yea we got shafted Europe got the GR Corolla and the GR Yarris which is even smaller and quicker although the Corolla is the better looking car. Love how they look.
Let's say for example that I already bought unnamed spring A, do you think they would be useable if I installed them with the OEM locks and not the supplied locks?
@@MitchGuindon but, you also need to measure coil bind if you’re using an aftermarket cam. Because some of the springs we tested would coil bind if it was more than oem. We had to use 2 sets to make 1 set.
DET head is why the SR20 isn't the 4G63. VE head is a bunch of big improvements; if you can source one, use it. However, @headgames is American. We got precisely zero production SR20DETs, zero SR20VEs, zero CA18DETs, and there might be a total of 3 CA18DEs in existence.
You should make another video with product with actual problem. People can infer based on video and it protects consumers. Good for GSE for building a spring kit.
Check out a k20c1 or k20c4 factory head port and you’ll think twice about that. 160cfm but can be opened to 260 easy while keeping tumble. Literally make the same hp in 6 psi less head port alone.
As a GRC owner thank you guys for doing the R&D and being honest instead of just selling parts
I have never considered the frequency and oscillation possible in a valve spring before. As soon as you mentioned the free spring and the Slinky it hit me. Man, sometimes the more I know, the more I become aware of just how little I know. Thanks for all you share here Dave.
@@danielllewellyn5720 thanks for watching! Glad you got something out of it.
no wonder nemtec been so quiet on their build. thanks for all the info, i learned quite a bit
So...I guess this is where in-depth knowledge makes all the difference. The devil's in the details. Throwing money at a thing vs giving money to the right people. Thanks for sharing.
Dave! Work your magic on this new head - it's always a treat to see your wisdom and experience in action ❤
This is awesome!!! Not sure how I stumbled upon the video, probably my Nemtec feed!
Great video! TLDR: Watch out for coil bind in your valve springs but also don't operate too far away from it :)
YOU GOT IT!!!
Great to see you still at this Dave! (Been out for a few years) left H-T in 2010, but back with a GR-c !!!
Well I know who I'll be calling for head work when I want to break open my G16E-GTS. Currently just a bunch of bolt-on's and waiting on an intercooler before I get tuned, spoke to John at Nemtec and they will probably be helping with that. Supposedly with the few bolt-ons I have installed valve float may be an issue and I've seen the issue with the GRY where the rockers were coming off their perch and causing all kinds of havoc so I'm a little paranoid now. Great Video!
I think Lamspeed racing have solutions as they’ve done a lot of r & d on the GR Yaris which the 3 pot originated from ,they’ve currently pushed the boundaries on the GR Yaris pushing close to 1000hp at the crank .
The “scalloped” portion is to direct air at a more shallow angle to create a higher pressure zone to increase tumble at low rpm in low lift area of the cam. It allows air to leave the port earlier and faster. I use a different technique in the Civic type r K20c1 to open the port while keeping really good low rpm airspeed to keep tumble.
Air entry in direct injection is a totally different ballgame and to many companies just hog out heads and lose power cause they do it wrong. Max cfm doesn’t mean max hp.
These heads are port injected and DI, it’s a very strange valve job, even the chambers seem strange when you see them in person. Very different.
Can’t wait to see what you do with this platform.
I’ve been holding off on my head to see what you figure out lol.
Awesome video as always.
Much appreciated on the heads up here. Its very concerning to me that one of the kits is more than double the price of the other and was made by the manufacturer to be paired with their aftermarket cams. I went with the cheaper option B, and it makes sense that i got what i paid for, though its still a pain in the ass. Looks like ill be waiting to see if this new kit comes out any time soon instead since my head is still currently off the engine.
@@GearHead_Media The GSC kit should be available in the next month
this was excellent info and I plan to do valve springs at some point and thought they were pretty much plug and play.
Thanks for the information.
Please dont tell me its a kelford spring and retainer loc with the issue as ive built one running 800hp reving to 8400rpm so dont want potential issue 😬
I’m not saying who’s spring it is, but if your already running it and it makes that kind of jam then you are fine.
Is that condition that occurs too far from coil bind called Spring Surge or is that something different? I'm pretty lost with performance stuff. GSC sounds like some great folks. Seems like they make stuff as right as possible instead of close enough like most
Spring surge would be when the spring is too far away from bind, correct.
I feel like we always get the short end of the stick with cars in USA considering everyone else got a 4 cylinder GR corrola. I wonder if the 4 banger is as big of a turd head wise
@@georgef1176 really?! I think its the same engine
Did others even get a gr corolla? Like there are corollas with gr trim and then theres the gr corolla, not the same car.
Yea we got shafted Europe got the GR Corolla and the GR Yarris which is even smaller and quicker although the Corolla is the better looking car. Love how they look.
Less intake valve. Why not install titanium alloy valve with standard spring.
why pay $190 for each valve to go half ass on a spring? I think the spring is the actual problem .
Let's say for example that I already bought unnamed spring A, do you think they would be useable if I installed them with the OEM locks and not the supplied locks?
@@MitchGuindon yes, they were designed for the oem lock
@@MitchGuindon but, you also need to measure coil bind if you’re using an aftermarket cam. Because some of the springs we tested would coil bind if it was more than oem. We had to use 2 sets to make 1 set.
@@headgames Of course! I would always measure for coil bind first. Thanks for the quick reply.
What about sr 20 det heads vs VE
Would be great to flow test a CA18Det, they sound much better than a sr
We work on none of those heads
@@headgames not part of your business program?
DET head is why the SR20 isn't the 4G63. VE head is a bunch of big improvements; if you can source one, use it.
However, @headgames is American. We got precisely zero production SR20DETs, zero SR20VEs, zero CA18DETs, and there might be a total of 3 CA18DEs in existence.
No updates on the springs?
@@GRSuperSonicRed gsc is now available!
You should make another video with product with actual problem. People can infer based on video and it protects consumers. Good for GSE for building a spring kit.
what we show is an actual problem.
OEM head ports are getting really really good...
Check out a k20c1 or k20c4 factory head port and you’ll think twice about that. 160cfm but can be opened to 260 easy while keeping tumble. Literally make the same hp in 6 psi less head port alone.
Shows why R&D is important and reputable companies charged a premium for tuner parts. Too much Amazon, Temu, Aliexpress chinacheapium bulk crap.
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⭐️⭐️⭐️⭐️⭐️.
🙇🏾♂️
Both