- Oct 4, 2013
That looks the business Ken.
I believe you can get KPMI to make them on order, but I just bought the blanks from them and plan to make them to my requirements. It's just a matter of turning the head down to the correct size and profile, and cutting the grooves for the keepers. I do have to use wear caps because I have no way of hardening the ends of the stems. I resisted doing ti valves for this build because I was running out of time, and also because of some concerns about their reliability in this application. If you want to run them, you need to be sure you have a compatible seat material. They don't work well with the stock seats. I have bronze seats in this head, and that's very compatible with ti.Great write up Ken and hey, at least you went home with a trophy !
Do you have a source for titanium valves for Norton’s Ken?
Basically, the simulations said the engine should have run up to at least 8000 rpm without a problem. Ron suggested that the issue might not be related to the cam and springs, and I'm starting to think he might be right. My plan is to put it back together with new pistons, and be VERY careful about having enough valve-to-piston clearance. I need to look again at an issue with pushrod clearance in the pushrod tunnel. I had some contact there during assembly, and I opened the tunnels up enough to clear (I thought). I'm going to check that again because I encountered a lot of difficulty moving the rocker arms in some positions while adjusting the clearance, and I think I might still be having interference with the pushrod ends (which are slightly larger diameter than on stock pushrods. I do plan to switch to Ti valves, just for insurance. The RD 1034 IRL springs that I have now seem to work very well for a variety of other race engines, so it is tempting to stick with them, but I think I will switch to some form of beehive spring anyway. The modern design does seem like a better choice for several reasons. The only other change I am contemplating is the ignition system. I've used the ARD mag for over two decades now, and like it a lot, but it's no longer available, and I don't have a spare to take along to the races. Because I now have to run a battery for the WEGO and the nitrous system, I might as well also run a modern EI system. I'm considering going to a crank triggered system. Still lots of decisions to make.Ken, what did the simulations from Snotzo tell you and what are you going to do differently, are you going to go the Ti valve route?