I am interested.

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

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.

Thanks for the papers

I'll have one thanks (head that is)

I would also be very interested in seeing the Homologation papers for the PE10/ A12GX E10.

I will PM you with my email address.

E-Mail send.

Pages 23 and 25 have information of the head.

I would very much like to see those homologation papers
If you send them to me I will host them

dattoman_1000@yahoo.com.au

Thanks
Neil

Well, first it's crossflow. The valves are in better position than in the normal model.
The is no heat problem with twincarbs, because they are on diffent side than the exhaustmanifold.

The chamber is hemi, it can take more compression without unintended pre-detonation, knocking or as what you know it.

The flow is a lot better than in the normal head.
The normal or the gx head can flow around 160-175hp when done correctly. Surely someone has made better head's but "my" head man has also taken 284hp flow from a volvo 8valve and 240 from a fiat twincam 1600 head so i need to trust him. Minus 20-30hp from maximum flow is what you get normally. So from a A15 with good everything you get near 150 true horses.

There is few benefits at first.

I intend, as I'm sure allsmost everyone does.. To keep the price reasonable what ever it is when it comes to project something like this.

When the original head comes to me in hopefully two weeks, I'm going to get some idea for what size of this thing is after taking it to the special aluminium casting company.

The head that I found is without the pushrod mechanisms but now when I have seen it in real life the exhaust side is the same as normal head.

Not in same place sideways but one can use also originals.

The Inlet side needs to be remade because there is not a model. But my friend who works in a universitys machinery has built nearly anything that comes in to mind and he has promised to solve this. From a Toyota 2t or mitsubishi one can take some idea what needs to be done.

And from the original head you can see the places where everything has been attached to.
That helps alot.

Sending by post is no problem.

I just wanted to ask if there is interest and from the sound of your post I can think that there is.

I'll inform the pricing in the future but firstly I need to know all what is needed that there doesn't come suprises on the way.

There is allso the possibility to make the head without valves etc. to make it cheaper "blank" could be the correct name for that.

But everyone need at least the head and the valvecover.

In the FIA homologation of PE10/ A12GX E10 is some pictures also. Have you seen these?
One picture is from the hemi chamber and other from the exhaustside viewing the places for sparkplugs etc.

I dont have web space to load them to but the .TIF file(the homolocation) I can send for those who are in intrest.

Can you maybe give us some more detail about this cylinder head.Maybe a short history.
What is so special about this AY12 head.
If possible, tell us some comparisons between this head and, for example, the A12GX cylinder head.

There will be many who will express 'interest', but most have deep pockets & short arms. None the less, I for one would love to know more.

Do you actually have a real AY12 cylinder head to use as a pattern, or a dummy head that serves the same purpose?

To get in early, here are a couple of questions that will be asked of you

1. How much?
I sincerely doubt that you will know just yet, but it will be the first question asked.

2. Where are you.?
If you provide some basic location details in your profile, there will be fewer people asking this question. Even just the country that you live in will be a big help.

3. Pictures?
If you have any pictures of anything that you have for this head, then posting them up will be a big asset.

4. When will it be ready?
Again, the true answer will probably be something like ... 'it will be ready when it's ready' but some projection will help keep up interest.

Oh yeah, .... with plans for a new AY12 cylinder head, I can only say, welcome to the club, ..... friend.

EDIT
Beaten to the punch.