Billet cylinder head

Hello people!
The cylinder head has got a couple of seasons track record with very good results (winner of the Nordic Supermono Cup 2009) with high power and outstanding reliability. However, if I would have done it today, there are still some things I would change for even better performance. I'm planning to manufacture another 2 pieces for myself. They will have:
-OEM positioning of the exhaust valves (keeping OEM rocker arm)
-32-32,5mm exhaust valves and porting/aligment to use any after market exhausts
-Repositioned 40-41mm stainless inlet valves, including billet rocker arm (OEM rollers and adjustment screws)
-OEM valve guides (upgraded with liners), rocker shafts, valve cover etc

The cost will be possible to reduce if making more than just a couple. I guess it will be less than 2000€, but that has to be calculated once knowing how large the "series" will be. Keep in mind that you will also need a larger carb (45-50mm) to get value for the investment. I you feel restricted to the 41mm, my financial advice to you is to buy beer or fire crackers instead.

So if anyone of you guys thinks this sounds interesting, send me a PM and I'll keep you updated! If I get around 10 orders, the cost can really be reduced!

/Dr_C (speciality: Breathing)
See my gallery for pics, Dr_C is quite logically sorted in the "S"-section :wink:

Re: RE: Billet cylinder head

bushmechanic said:

Hi Dr-C sounds very nice

just bumping this back to the top of the page, i'm interested but I have to kick my firecracker and beer addiction before I can afford one.

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I'm thinking a test ride on my bike would be the best rehab for your current addiction. Any side effects? Well, you will probably get indifferent to normal commercial motorcycles...

Correct!
Erland Cox at Topplocksverkstan has done all porting jobs for me. Very experienced and can make a 450, Chevy big block, Fiddy, or whatever with an Otto-motor, go fast.

contiman said:

a question:
why no 2 camshaft?

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Because I have a normal day job to attend to. :wink:

That would have called for a solution like Folan/Highland, or a conversion to belt driven cams. Maybe I'll settle with making the head taller, decreasing the valve angle and making the ports more straight. I can allways have me a special cam ground to get more lift and a nice difference between duration in/ex as normal race engines have.

contiman said:

It is an option, in my opinion

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Definitely!
Would the interest be higher if I made a twin cam head instead?

You guys mean something like this?
Unfortunately it' requires a "little" more work than just to bolt it on. This is a Folan cylinder head, the basic design behind Highland and what was supposed to be a Cannondale.

If lowering the exhaust cam, the overall height will increase 10mm on the exhaust side and 20mm on the inlet side, over the Husaberg OEM (pre 2009). Is there space enough for this in the frame? Maybe that is a hypothetical question, because the inlet will be downdrafted. That will most certainly make the carburettors (Yes, hopefully 2)interfere with the frame.

bushmechanic said:

hey I like this pic and 10-20mm sounds ok

frame clearence Is no issue for me I have a 230mm grinder

only issue is price around 500 euros would be nice.

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Large grinder you say, Bushie. I've learned from former US collegues that is called a "Widow-maker"
Handy, creative and committed people, like yourself, are a shrinking minority. The vast majority wants boxes labelled "70 RWHP", a 3-step assembly instruction and no need for tools other than normally found in a kitchen drawer.

With theese small quantities that price tag is impossible, I'm afraid. My existing billet head took a good 11 hours in the CNC-mill. Larger quantities will support the manufacturing of casting tools, which will reduce the machining dramatically. Then you need all the internal components (cams, sprockets, guides, seats, valves, springs etc etc)...

The Folan head will need too much welding and manufacturing to fit the Husaberg, in my opinion. That can be accepted for a test engine, not enough for providing the reliability you need to finish races. I will discuss the manufacturing with my machinist, the design of the ports/combustion chamber/valve lift/valve timing with my tuning guru and the access to internal components with Folan. If everything adds up, I will start producing a 3D-model.

You can see some of my machinist work at http://www.mossbergs.se. Tobias Mossbergs vocabulary does not contain the word "impossible". They have also machined the W9-engine which can be viewed at his brother in laws' site, http://www.atomracing.se. Mr Erland Cox at Topplocksverkstan provides with his vast tuning expertise, http://www.topplocksverkstan.se. All of them are within a 20km radius from my home, which makes thing a lot easier. So, we'll see what can come out of this!

The design is getting close to the finish. The intake and exhaust ports are still needing some attention. This is the specification for the project so far:
DOHC together with fuel injection
Inlet valves and timing: 41mm, 270 deg duration at 0,050", max lift 13 mm
Exhaust valves and timing: 33mm, 260 deg duration at 0,050", max lift 12 mm
Valve and porting config: included valve angle apr. 20 deg, inlet port appr. 50 deg to head gasket surface
Cam mechanism: OEM cam chain, upper sprocket and chain guides at OEM position (middle shaft exactly where OEM camshaft was positioned), tooth gear (1:1) at the middle shaft driving the camshafts, cam timing is fully adjustable (tooth gear on cones at the cam shafts)
Throttle body: from Ducati 848/1090/1198, 46x63,5mm, one injector placed outside bellmouth (possible to add one in the intake, sequentially controlled)
EFI: Microsquirt with broadband lambda and trigger on crank and cam, including ignition control wíth separate coil

To make this fit on the bike I will manufacture a tank dummy and air box, new fuel tank above the gear box and probably lots of stuff I cannot grasp at the moment

I hope the pictures show, dispite my limited IT-skills...