The work is done on your head only as there are insufficient original heads left to operate an exchange system.

This head intended for very fast road use, rally and occasional race use, comes gas flowed with a compression ratio to suit your camshaft. The gas flow work and shaping around the combustion chamber is the best practical on a commercial production basis. To enable us to correctly set the combustion chamber volume we will need certain information about the engine; the piston diameter, the compression ratio you require (we can help with this if you are not sure) and the deck height (this is the height of the piston above or below the level of the block (this is usually set to zero if the engine is being rebuilt). Work is carried out on your cylinder head. As these cylinder heads are so scarce now, it is not easy for us to offer an exchange service.
We use this head on our own Rally engines.

If you require a cylinder head prepared to a higher or lower specification please consider RTR1037K and RTR1115-2K below

The engine is in effect a pump inducting fuel and air and exhausting waste gasses with a restrictor valve on the inlet and the outlet. If you increase the effectiveness of the pump (an improved cylinder head will increase the effectiveness of the pump) then the restrictor valves will need to opened up so more gas can get in and out. The inlet restrictor valve is the combination of the air filtering system, the metering device (Electronic fuel injection or carburettors) and the outlet restrictor valve is the exhaust system. The effect of not addressing these issues will be that the benefit expected from the improved cylinder head will be much reduced.

On the inlet side the air filters must be large enough the pass the required air unhindered and the inlet manifold should be cleaned up inside and matched to the cylinder head inlet ports for best results.

The exhaust is simply dealt with by fitting our extractor manifold and exhaust system RTR2074K which has shown on the rolling road to improve power output over a standard system, with a good head fitted, by 25BHP.

This brings us to the last important issue. Best results for the whole package will be achieved by visiting a reputable rolling road operator and having the fuel and ignition systems tuned to this entirely new and quite likely unique engine set up. Remember an engine begins with the air filter and finishes with the exhaust tail pipe. All the relevant parts in the middle need to be in tune with one another. For those in striking distance of Revington TR, we have a 400BHP rolling road and can undertake this work for you.