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Re: A12 Cross Flow Head
No life (a.k.a. DattoMaster)
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https://www.youtube.com/watch?v=pk8ZrN__nmA

if only you can get a pic of the chambers from this engine
they made a 3cyl 1.6L version that made 250hp!!!

sounds better than almost anything except the 510 BRE

Posted on: 12/14 2:56
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Re: A12 Cross Flow Head
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11,000 rpm V12 sounds better than my bike redlining .

Posted on: 12/14 3:35
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Re: A12 Cross Flow Head
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Does sound crisp for a 6L! pity we would never see the chamber design
but Im guessing they just lifted off a Hayabusa or Ninja design

Posted on: 12/14 11:28
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Re: A12 Cross Flow Head
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I imagine the chamber design wouldn't be that exotic. The Hyabusa design isn't anything spectacular, Shallow dome with two intake and two exhaust. Spark right in the very center of the cylinder.


Anyone try to adapt this cylinder head to the A12 block, or is the symmetry off?

Posted on: 12/14 11:43
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Re: A12 Cross Flow Head
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Very true nothing too uncommon for bike engines these days
but if an NA 1.6L can make 300hp then thats crazy hp yet the
AM is unique as its a high hp NA engine thats not boosted.

Simon already adapted a late Honda black hawk head on an A12
not easy alot of work but for now the 8v A series head
with boost is doing the honours needed.

Plenty of Twin cam head conversions done on the A series
by now but no one offers a kit anymore like Rob did.
Mazda b6 heads are still commonplace and popular support
aftermarket s/ tuning thats hard to beat.

160kws atw from a b6 is quite nuts for a miata yet cannot
image what that would be like on a 1000/1200! yet it is
possible boring an A15 to 78mm to suit the B6/Z5 bores


The Ford Kent head for your search on OHV possibilities
with little capacity 158hp atw that non-crossflow Kent
Seems to have better port angles and layout than Nissan A
http://www.rsmotorsport.com.au/forums/viewtopic.php?f=11&t=2884

Cast iron head below with 1500cc and 163hp a@ 8000rpm
http://www.rsmotorsport.com.au/forums/viewtopic.php?f=11&t=2884
Yet Nissan A series has better combustion chamber design

Posted on: 12/15 5:10

Edited by D on 2018/12/15 5:29:18
Edited by D on 2018/12/15 5:29:52
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Re: A12 Cross Flow Head
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Another possibility Matt is to evenly space the A series chamber
rather than offset chambers like factory versions have.
This will allow full 83mm sleeves on any A series as mentioned
by Lemonhead machinist who sleeved and bored it out to 82mm.
83,5mm was the max safe possibility but no room for rebuilds.

Alternatively flat plane A12 cranked ohv v8 with separate crankcase
and cylinder case to save on billet sizes. A12 rods are way wider
than todays v6 engines by almost 2 fold so custom bike ones could
share the same main bearings 3L ohc v8 would be sweet.

Posted on: 12/19 13:01
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Re: A12 Cross Flow Head
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I will be moving into rocker arm design while I'm off for the holyday I think I have a reasonable head design I can machine with minimal issue. I will machine a proto head to be sent off for valve seats and guide installation in the end of January. If that don't happen then I have gotten caught up with putting my Ford back together.

Posted on: 12/22 10:09
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Re: A12 Cross Flow Head
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OHV 3 or 4 valve heads would be nuts, Ford Chev and privateers sold and played with them as you know.

Open in new window


Open in new window


http://speedtalk.com/forum/viewtopic. ... 0617aa7f&start=45#p523321

https://www.yellowbullet.com/forum/showthread.php?t=428830&page=2

http://www.valleyhead.com/thunder.html

no belts or chains on the front would be nice and compact
http://i57.tinypic.com/flyovt.jpg

Posted on: 12/26 5:31
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Re: A12 Cross Flow Head
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Holy hell thats an awesome mechanical setup D.

Iím going to see if I can duplicate a similar setup

Posted on: 12/29 2:51
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Re: A12 Cross Flow Head
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Its pretty off the scales crazy I agree!

The benefits are nuts as the valves are smaller
the spring rates are probably equal to big valves
with big springs. The shafts are very simple and
the pushrod to the valves acts like a pivot lever
therefore less stress than direct actuation.
Exhaust valves being smaller also help.
It would be lighter than 2 extra camshafts overall
and because there are two roller shafts where the
lever action occurs with lubrication there is very
well distributed forces separating both in and ex.
valves and seats can be lifted from factory
honda, suzuki, yamaha or kawasaki take your pic!

Quote:
The cam grinds used are a lot milder than traditional 2-valve big-block cams because of the extra valves' greater flow window area. For example, a standard high-performance big-block Chevy 2-valve motor uses one 2.19-inch intake and one 1.88-inch exhaust valve per cylinder; these valve sizes have a circumferential window area of 3.44 and 2.95 inches, respectively. By contrast, the Thunder Power head use two 1.75-inch intake and two 1.50-inch exhaust valves per cylinder for a total circumferential window area of 5.50 and 4.71 inches, respectively.


standard A12-A15 cams would be all they need :) cheaper than twin cam custom grinds
62% increase in valve circumferential window area over 2 valves with same bore.
Relatively flat rocker covers as well due to less lift required therefore shorter
rocker shaft towers etc.

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Posted on: 12/29 13:21

Edited by D on 2018/12/30 1:06:36
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