Thanks for the papers

I'll have one thanks (head that is)

This is the little jewel in the crown that we are talking about here. Not quite the holy grail of DOHC, but just as bloody good.

A few salient points to note here.
1. In a right drive, rear drive car like this one, the rear carb[s] are likely to cause interference problems with the brake cylinder, like this one does.
Left side drivers, however will immediately see the advantages.

2. The exhaust can quite obviously be made in a more conventional style to allow a lot more room in there.

3. The induction on this one precludes the use of a conventional distributor.
This one uses a right angle drive to lay the distributor down alongside the block, making it hard to service. See picture. This is a 1200 block with front distributor position. In a later A series engine, even this may not be an option due to the distributors position further back.
There are 8 plug wires in this picture, but the pictures in the previous post show a single plug per cylinder design.

4. The carbs in the picture are causing a problem with the routing of the clutch cable. Again, left side drivers will have no problem.

I believe that the head was originally designed for a transversely mounted engine in the Cherry range of cars & some of the clearance problems simply did not arise because of this transverse mounting.

The cure for some of these problems might just be a custom EFI induction with a cramk angle sensor made from a modified distributor & let the computor sort out the spark problem. Even a simple Pertronix conversion would very likely serve this purpose quite well for many aftermarket computers. Just make a flat[ish] cover for the distributor to replace the distributor cap, & run two coils in a wasted spark configuration.
Hmmm, just right for a peppy little street engine in a KB10-GL methinks.

It's possible that buying the head might just be the cheapest part of the deal, but you still have my attention & I wish you every success in this endeavour, for all our sakes.

I am interested.

EDIT: thanks Chris for pointing out these things, lets see how it all works out.

Holy crapola.
LTR, im sure you are going to become a great freind of everyones here.
As Dodge said before, i rekon the hardest part of this will be the components to go with it.
I wish u all the luck in the world.

Im thinking for the RHD cars wanting twin carbs, I am thinking twin 40 IDF or 40 DCNF Webers would be just the ticket.

remember all you need to do is use tilton remote brake master & resevoirs

or you could fab a greddy style efi intake that tapers back, which should clear the stock brake master

i especially like the low-profile design made possible by crank driven camshaft

i believe feral errol that the spark plug wires were placed on top either as a joke or to fool people

oh, and don't forget about that cool ay valve cover. that might cost as much to properly replicate as the head itself

ddgonzal reported that these heads delivered 220hp n/a on a race motor, so perhaps they'd make 180hp on a mild a15 street motor

i for one would love to have a nutty looking set of extractors like that since you usually only get to see them on old school toyotas

im very keen!

I think you could make heaps of money if you re-cast one of the crossflow heads for the L-series too.

This is a link to a site covering these Weber models
LOTS of potential here.

Well, maybe later.. but now my intrest lies with the head in the topic. We'll see how this works out.

And this crossflow head of A-series is alot more simpler than that 16v dohc..

The head engineer of the special al casting company phoned me today and asked a bunch of questions.. good to see that they are really intrested

The manifold could also be made so that the brake assistant can lie there..

In fwd e10's there possibly is also a little room problem in the front.. with dual DHLA's..
Maybe should put in a adjustable injection system with directspark..