I was thinking of this since so many days but wasn't sure due to lack of experience yet......is there a way we can resurface the cylinder heads of VE to increase compression ratio?....

 

you can use VG30DE pistons for 10.5:1 (unsure what rods or whatever else to use) like matt93SE did but you'll have to use a retuned ECU to do it. runnong more compression on the stock ECU will not work right, and might even reduce power, or perhaps hurt the engine.

 

if i have to use VG30DE pistons i m sure i will have to use connecting rods from VG30DE too or other way around..

and do we have any kind of info of boring the cylinders to fit bigger pistons to make a more than 3.0 litter VE......( if i dont make sense ignore the second paragraph lol )

 

actually, this is one of the few threads where I totally understand what you are saying, and trying to do.
just a thought: to "resurface" the original heads would require removal of material, thus lowering compression.

 

no, removing material from the head surface would create a smaller combustion chamber which raises compression.

 

Yet, doing this on a interference engine wouldn't be very smart.

 

Like pullin u head into 2small helmet: headache sooner/later.

 

exactly.

conversely, burhan, have you considered upgrading your camshafts for better airflow? port and polish your heads? wsp ypipe? the latter two don't even require a retuned ECU... but give pretty respectable gains. the first one gives even better gains, so i've heard, but you will need to retune to adapt to it.

 

While you were thinking...did you ever think about how that head shaving would adversely affect the valve timing? You would never get the timing right unless you used some adjustable cam gears which don't exist for the VE and is hard as hell to find for the VG, but do exist!

 

HEADS!!!
I was thinking pistons































4:01 in the morning is not a good time to try and pretend I can think....

 

interference happens when pistons hit valves, the shaving of 1mm off the head should not cause it, assuming the car is timed correctly.

 

but shaving 1mm off the head will cause slack in the chain, which, taken up by the tensioner, will end up causing the timing to be off.

 

thats where the problem comes....limited to sources..

 

use other pistons, rather than shaving stuff, and that won't be an issue.

 

I would go with N/a 10.5 to 1 forged pistons from CP, JE, Arias, with high perf rods and call it the day....then call JWT for the appropiate tune...

 

um no. the chain overall length does not change, therefore timing is unaffected.

 

you can get a .040 over at 12.0:1 from Wiseco on special order for $155.oo a piston.

 

wait.... i was thinking there was just 1 tensioner. it has twin tensioners doesn't it? on a VG shaving the head would cause the cams to roll back a little bit. but twin tensioners on the long part of the chain would indeed fix that slack without changing timing... cuz it would still be symmetrical

 

holy crap man! 12:1! on a VE? That's pushing it, at least for someone like burhan anyways.

 

any motor will stay in time as long as the slack created in the timing drive is less than the adjustability of it's tensioner(s).

 

well the VG belt has one straight edge and one tensioned edge.. so all the slack will be taken up on one side. so it will roll the cams back a little bit if you shaved the head. see what i mean? if you shaved the head so much as to be the length of a full tooth-and-valley... just time it one tooth retarded and it will end up being right... but the VE has twin symmetrical tensioners, so they would not go out of time.

see how the asymmetrical one, if you move the sprocket down, it rolls?

reason being, if you shave the heads 1mm, then the belt route is smaller... but you have the same size belt. so that makes the belt oversize to the application. same with a chain if you only have one tensioner.

 

On a VE would it be worth it though. Considering the lower intake having to be milled also.

 

That's to a certain extent! On the bottom of all OHC heads are shave markers to warn the machine shop that you've now gone beyond the designed envelope for this engine. Think about it; the more you shave an OHC head the closer the cam sprocket gets to the crank. The only cure is more an adjustable tensioner, shorter belt/chain, and adjustable cam sprockets! B4 you do this you may wanna talk to a machine shop or experiment with some spare heads or a spare engne...