The head bolts are done up in the pic. They all line up! The oil pump is not a problem, or the oil return holes.
The holes in the block can be tapped and fitted with plugs to seal holes.
It will need a cam cover to be fabricated to cover the timing chain.

Do you think that a fabricated timing chest can be made, or would a casting be a better solution?

What was the engine capacity of the donor engine? I ask as this relates to compression ratio's
Do you think a copper gasket would be the go, or is a composite gasket a better proposition?

Errol what are the biggest problems involved in this challenge?
have you crunched any numbers on expected power gains etc out of this Frankestein Aseries?

I know we have spoke about this twin cam dream, i knew you couldnt help yourself You must have a very work full plate at the moment as well!

Keep it up mate Cheers

I think its a great project but Im not a fan of this particular head because of its small ability to be worked unless turboed.
However it will outflow an A series for sure.
If some reasonable numbers can be made with it then all credit to Feral as Im sure it will be cheaper than any aftermarket OSGiken head

I intend to try and use the original timing chest and ancilliaries. The combustion chamber will give 9:1 stock.
I will probably use a 1mm 5053 aluminium shim gasket with high temp three bond silicon sealant on O rings for the bores.

The biggest problem is the cam drive and timing cover anciliaries (water pump and oil pump).
The coolant galleries and oil feed to the head look like they can be solved with a bit of work.
D,
This head responds very well to any port work as the ports are restrictive but very well shaped.
The exhaust over inlet ratio is good to start with and can be improved to up to around 80% Exh/Inlet.
It all looks go If I can solve the match up problems for the gallriews and stuff.

We will see over the next months or years ???

GA16 head?

it's crazy the head looks to be the size of the block!!!


i am very interested in this, what would be the liklehood of being able to use one of these in say a rally car or something like that? how would it affect you regulations wise?



bgring on more info Errol, get the whip out on those gnomes and borrow some from santa if need be.

i want to see this engine going

Zac Cambells KA24 head on l series took him 18 month to do, so I think this will be a reasonably long winded affair.
It will give me something to do over winter as I have to continue to make a living in the mean time.

Quote:

Team_Dat,
The rally code states "the head is free" so you can run a head of a Mack truck if you want to without affecting your eligibility

Thanks 1200 coupe, i guess i really need the CAMS book to see what i can and can't do hey....

good luck Feral, hope it all works out i will be following this with great interest!

keep us up to date.....

So is it GA16?

Looks close to a GA16.......... I'll take a pic of one here and post it to compare.

Quote:

how will the oil be returned to the sump?

it's easy to keep the oil down, but hard to get it down once it's up.

How did this go? does anyone know if errol got this working?

I am guessing this did not work out, or was way too much work?

Mike

the beauty of an a series is its simplicity.
if you want twin cam then its best to go for
its child the GA series or the grandchild the
QG18DE which SCCA racer Peter up your way is
campaigning now instead of the A series.
He said it weighs as much as an a15 but with
300cc more and much better breathing once you
port the heads as they have plenty of meat.

Or even much better breathing without porting. Stock QG15DE is 105 HP while A15 is only 80 HP. Both are 1.5 liter.