Derek

Lets just agree they meant to ay 370 not 470. Because based on the listed specs that is probably closer.

$25,900.00 Not yet. Waiting for V2 to get back so I can finalize everything. I was hoping to nail down the machining prices when I did V2 but there were so many changes that it quickly became a prototype. And you don't want to pay those prices:) I've been telling everyone have $15,000.00 in the bank and you probably will be pretty safe. It really depends on the build you want to do.

I think you are a little low on the head price. The last I heard they were 26,000-28,000 USD. If they were only $10,000.00 I doubt there would be much interest in my head:)

Well V2 is a NA build and it will be making a trip to the dyno so that may help make your decision.

Not much to report. The cams are at the grinder getting gun drilled as it was requested by the builder. The head should have the seats installed by now but I'm not sure on that. When they get the head back from having the seats installed they are going to flow it then come up with a grind. I've been paid for the head and the customer is fine with the pace of things so I don't have a ton of leverage.

Yea that number seems to be a bit of a stretch to me. Like Tony said 10.8:1 is like turbo CR for these pent roof chambered heads. I wonder if they could hit that mark if the motor can handle 10,000 RPMs?

Tall deck and high RPMs seems to be the key to getting all the available NA power out of the OSG and most likely my KN20 as well.

The head flow and combustion chamber are a big contributor. No matter what you do to a L series combustion chamber it can't pull the the same CR numbers as a pent roof chamber. The number does sound high though.

Move a ton of air.

Hold my beer, I got this.

Too bad they stop at 48mm. They would look great on V2 of my head.

Nope. Head and cams at the machine shop. They are super busy and the new owner of the head isn't in a huge hurry so it's dragging on a bit. I'm sure they want to be really comfortable with the head before they go charging in. The word I got was they are starting on it this week. It's really amazing how long this stuff takes.

I can tell you from experience it's a bitch to make something like VCT adapted to an engine to work. Getting the oil to it is the least of your problems.

It's so good it's a secret!

Well the noise gives me a massive chub every time I stomp the gas so there's that:) Seriously for a street car looks and sound need to play into your decision process because ITB's make literally everything induction related much harder.

That is copper plating. It is masking for the heat treat process. The cams are copper plated then everywhere you want hardened you grind away the copper. This keeps the inside of the cam soft and chewy

Got the V2 cam cores back from Crane. I've incorporated the thrust area into the actual cam. The Honda and V1 has a washer that bolts to the cam. This change allowed me to strengthen the front of the cam and also do away with the cam gear adapters. On the front of the cam I had 3 dowel holes drilled. The only way to adjust the cam timing on the K24 is to buy or make modified cam gears with offset dowel holes. The single dowel gives you 2.5 degrees adjustment at the crank per hole. By using three holes I was able to split that to 1.25 degrees advanced and 1.25 degrees retard. This is a big improvement over V1 with the adjustable hubs. The cam is semi finished from Crane. The lobes will be dialed in buy whomever ends up doing the final grind. Slowly but surely making progress.

Not much going on. I pressure tested the casting before resin impregnation at 75 psi and it passed with flying colors. I still had it impregnated though. The head is in transit to the machine shop to have the valve work done. I don't have the cam cores back from Crane yet but I'm expecting them soon. They still have to go out for finished grind on the lobes. Kind of at a standstill until I get the head back. Derek

I think they could have explained why they didn't agree with the approach. But I totally agree with them not wanting to do what they think is wrong. Were you looking for a set price or were you paying time and materials. I'll make anything anyone wants for time and materials. I just won't put my name on it. And as others has stated it's all about good reviews. You really don't want to subject yourself to negative feedback if you can help it.

V1 was running great but needed some work for a variety of reasons. It actually stayed on a lot longer than I thought it would. I always had reservations about the way I had the timing chain guides and decided to test a new setup before I committed to V2. I'm using both the KA24 guides and pivoting the tensioner rail at the top. Excuse the dirty mockup block I'm using as I didn't have time to clean it. I also had 1mm shaved which brought the chambers to 50cc. It's back together and runs great except for some chain noise. I had to modify the timing cover for the slack side guide to clear. I can see with a flashlight that it's rubbing so that could be it. I'm going to run it for a few days and then tear it down. I hate to because it runs great. Derek

V2 has been with the new owner for the last few weeks. He has been cleaning up the ports. It's like a million degrees right now in central Florida so it's slow going. He did a great job as far as I'm concerned. He will finish the port match after the valve work is done. I had a couple different exhaust bolt patterns on V2 and unfortunately I loaded an old one by mistake. I caught it after the first hole and the water soluble coolant drained out of the hole. Never a good sign. The head is heat treated to T6 so I didn't want to weld them up . So there is an extra set of spot drills. NBD. I have a few holes to finish tapping and then it goes out for resin impregnation. Then it's back to me for pressure testing then off to have the valve work done. Derek

The plan all along for me was to make this available for a long time. There are people planning turbo builds with the head but who knows when that will happen. There has been progress and other than this all consuming build I don't have a lot going on. Lots of regular work though so that's nice. I'm uploading new pics now so stay tuned.

The towers were used and I think one was bured a bit. It loosened up during the course of assembly. With the new towers it remains to be seen. I'm hoping that my machining method will be true enough but I won't know for sure until I get the cams back and the head surfaced.

Probably going to make up air filters like I'm running on mine so there won't be a traditional air box. We are going with Megasquirt. I've been really happy with my system and the tuner I hooked up with is really good with them. He's going to take care of all of it as I don't have time to mess with that end of it.

That's funny. I just sent an email to my client a couple of hours ago that he should be looking at pulling the trigger soon on the ITB's because of the exchange rate:) I don't know about the fuel rail overhanging the inlets. Do you have any comparison of a standard cross bar style linkage vs the cable bell crank style you are using now? Cross bar is the type most triple setups run. Thanks for the info on the levers and springs. Derek