Hi LTR, I was just wondering what compression the head would create on an a stock bottom end, say a14? I was thinking it would nice to have 10.5:1 without having to change pistons. Just a thought.

Quote:Correct me if I'm wrong, but before becoming too excited, lets clarify. This projected costing is for an unmachined casting, ... right?

I would think that for each new owner to have it all custom machined would be fairly expensive, but if the whole 20 [or 40] were finish machined at a single facility in a single batch, the cost would be much more agreeable. There would be a degree of uniformity too as the machine shop could justify drilling jigs to ensure accuracy.

These things are never going to be 'cheap', & being able to bolt a finished cylinder head on your block for under $5,000 Au would be a bargain in my view, but any means of keeping costs under control would be worth a look.

Any thoughts?

EDIT
Compression? If the deck is left thick & the static compression is kept down to about 9.5, up to 10 to 1 on a stock 1200 block, then compression is easily increased with flat tops, head machining, or fitting to a larger capacity engine, but if it's high, then it will be more difficult to reduce it for 'normal' use.
9.5 to 1 on a stock 1200 block with dished pistons apeals to me as it leaves plenty of scope for increases.

ok, LTR finally replied on another forum that he does in fact know of a physical specimen in Finland and hopes to possess it in a couple weeks or so

dodge, there's really no way of knowing how this'll go for a street car as it was built entirely for racing conditions

perhaps a mild cam and modern efi could improve on driveability?

LTR,

I'm very interested in having one of these heads for my rallycar.

Curious how the valve rocker assembly works, will you be supplying the rocker assembly?

Do you have any idea of the size of the valves as yet?

Matt
Mild cam & EFI was exactly what I had in mind & had suggested in earlier posts. For me, this would allow the use of a modified stock distributor with a cover instead of a dist cap, as a crank angle sensor, & a couple of wasted spark coils should bring it all up to date. This will reduce problems with the need for a right angle drive & conventional distributor type & keep thing more simple & less costly.

In the end, it's just a pushrod, 2 valve head, so there is no reason to suspect that it will perform less than briliantly on the street.

If my mate in Bendigo can tame a blown 500 cubic inch [8.2 litre] Keith Black fuel dragster engine for street duty, [it's a pussycat] then this should be a doddle.

Lemonhead.
From earlier posts, it looks like you can use most of your stock rocker gear & the picture of the casting shows stock mounting pads for it. The only real problem area looks to be the inlet rockers, so you might still be able to use your roller rockers for the exhaust side at least.

Hmmm, I wonder if stock sized head fasteners can be used. [I just bought studs]

Something else worth mentioning is for those who run the alternator on the distributor side of the motor,the alternator will fowl whatever intake system you use...not a biggy though.

Dodgeman, thanks for that, but I am seroiusly thinking of selling my roller rockers soon. (Don't want to hijack thread with this topic)

Quote:

I was under the impression that LTR was going to be doing all the machining for the heads himself, as this was what he did for a job.

I've only read this page and it may have been mentioned before, but I'm assuming for race use this head will be used with twin webers, and on RHD cars they will foul on the brake master cylinder, like they do on a normal head on LHD cars.
Worth considering maybe

tyrie, historically, the AY cylinder head was meant for the e10, not the b110

i do know that the race e10's had the mechanical fuel injection

my educated guess is that e10's ran a12/13 blocks with the AY head. they dominated that class against kp30's i believe

b110's & kb110's raced against corollas and celicas in the jcca nationals, but i don't know if the toyotas were running twin-cam motors at the time, and i don't know the displacement parameters

the finns have the advantage with their lhd 1200's, but i think that interested parties will consist of e10 owners

so, advantage: wombat

ok cool, but so far on this forum most interested parties own b110s. Wombat pretty much owns all the e10s in australia lol.