Okay, I got the final paperwork on the race head today.
With the carb on, and the whole inlet tract flowed in toto, the max flow recorded was 260 cfm. It took a little more loss with the carb and inlet tract than I expected, but that's what it was.
To put this in perspective, on the way the head came in from last year's season without our rockers or port work, the max flow at peak valve lift with that set-up was about 210 cfm with the carb and inlet tract on.
So, even in the worst case scenario, or you could say the most accurate scenario that will have everything on it the way it will be on the track, we picked up 50 cfm at max flow and max lift with these mods. That is calculated to be worth about 12.5 hp of flow increase.
They had 43.5 rwhp on the dyno last year, so add 12.5 hp to that, and we estimate 56 rwhp with this set-up, after it is sorted and optimized on the bike.
Attached is a pic of the inlet tract with the beryllium copper valve seats in place.
Also attached is a pic of the combustion chamber view.
We also saved a lot of weight in the valve train with the titanium valves and lightweight spring stack parts.
Saved 18.1 grams on the inlet valve, and we used a bigger valve there.
Saved 23.3 grams on the exhaust valve.
Saved 7.8 grams on the valve spring.
Saved 3.2 grams on each spring retainer.
Total savings in valves and spring stack parts was 63.4 grams of moving mass in the valve train.
To put this into perspective, our new exhaust valve weighs 61.1 grams, so we saved as much weight in all these parts as our whole exhaust valve weighs!
We also adjusted the shape of the combustion chamber to modify the squish area and reduce chamber volume, and at the same time the chamber walls were sculpted to be advantageous to flow after the valve.
The surfaces of the port are done with a rough finish to assist re-atomization of any fuel drop-out that may occur on the way into the engine. Valve seat angles are also cut to have these same effects.
Estimates are estimates, and we can't really say exactly what hp this engine is going to wind up with.
However, we can very confidently say that when you add almost .200" to the valve lift, and flow this much more air into the engine, and add about 1000 rpm to the rpm range, that it is going to have a very big positive effect on power. It's going to be much more powerful than what it was. We will see exactly how much it gets when it's sorted and on the dyno, and how it does on the track.