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.