Description:
BBH _ Big Block Clone / Honda Billet Cylinder Head Kit
Taking orders currently, shipping in 1-2 weeks from order.
Introducing the new DED cylinder head for the Big Block Clone and Honda 340/390/420/460 platforms. It will also fit the newer Briggs and Stratton big block single cylinder engine platforms for they are also a clone of the original Honda layout.
We put together a complete top end billet head kit (not including carburetor) to make building a high output big block easy. It includes an assembled head along with with all the major components, intake, rockers, valve cover, and hardware. We stand by our slogan, "Simply More Powerful" by getting the engine builders a true bolt on, ready to race, big block cylinder head. Welcome to big, simple power!
- Fully CNC machined from a solid billet of aluminum
- Made in the USA!!
- Optimized for 8000-8500rpm peak power with explosive throttle response- Max rpm can be higher but is not needed
- 4 bolt flanges on both the intake and exhaust for superior seal and strength
- High swirl port layout for increased torque and throttle response
- 5 axis ported allowing for optimal shape and consistency
- Angled back intake port design keeps the carburetor and flow path straight even with a straight intake design. Carburetor naturally sits flat enough for float style carb.
- Angled back exhaust gets the exhaust going in the right direction early- this helps reduce exhaust bends and improves seat clearance issues
- Offset rockers widen the valve centerline allowing for larger valves
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Dual bearing roller rockers to take the abuse of the heavier valvetrain
- Shaft rockers are lighter than stud mounted and at least as rigid
- Rockers use full compliment needle bearing pivot for minimal friction
- Non Beryllium Copper Valve Seats (4 times the heat conduction of steel seats to remove heat from valves) (same material as cup car engines)
- Heavy duty valve springs good to .525" valve lift
- Premium Stainless Valves 1.575" Intake and 1.250" Exhaust
- High Efficiency Combustion Chamber with 10mm spark plug to help reduce seat distortion
- Maximized cooling by use of many well placed fins to aid in reliability and power
- Accessory holes located around the outside of the head for exhaust and intake/carb supports
- Still utilizes the original breather hole in the right side of the block along with an external one on the left. Having a breather path on both sides of the engine is the best case to reduce blowby
- High performance manganese bronze valve guides
- DED Billet 7075 light weight high strength retainers
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Billet Valve Cover has integrated breather valve and oil separator
DED racing has taken its 20 years of air cooled cylinder head development experience and integrated it into our new billet Animal head. Designed to be an affordable upgrade from even the most exotic cast heads. With its integrated rocker arms, superior flow and rigidity it offers performance and value that can't be matched by a cast head or even other billet heads. With critical items included it is designed to be a true bolt on product so you don't have to search far and wide to get your project together. This also allows us to ensure that things like rocker arm geometry is optimized and perfect taking that burden off of the builder. ( Simply, More Powerful- means we offer products that make your sport more fun not more frustrating).
Includes:
- Fully Assembled Billet Head
- Valves, Springs, and Retainers
- 1.3:1 True Shaft Roller Rockers Assembly
- 1/4" Chromoly Pushrod Pushrod Kit
- Intake Manifold
- Billet Valve Cover
- Intake and Exhaust Gasket (head gasket not included)
- Head Bolts with Hardened Washers
- Exhaust Flange w/Hardware (steel)
- Spark Plug
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Requirements
- Billet Flywheel_Required ARC Billet Flywheel (or Similar SFI approve Flywheel)
- Billet Connecting Rod_Required
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Designed for11/13hp "big block" Honda or Honda Clone engines. 340-460cc typically. Newer Briggs Big Block Singles also can be used.
- After market piston recommended but not required in some builds
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.356 Dyno Billet Cam is optimal for most builds-Bigger Cams waste torque and reduce the overall power output of the head because this combination works!
- 33mm to 38mm Carburetor
- Methanol Fuel is highly recommended for its cooling and power effect.
- Timing 31-33 on Race Gas 34-36 on Methanol
- Run with at least 30 OZ of 4T Briggs and Stratton/Amsoil Oil or Karting Specific Racing Oil
*Requires the use of a SFI approve Billet Flywheel! Never use anything but an SFI tested and approved billet flywheel with our engine products.
*This head is designed for sanction racing events only and must be installed by a qualified technician with knowledge of the sport you compete in.
Specs
Valve Size: 40/32mm 1.575/1.250"
Chamber Size: 30cc Estimated compression per displacement with a .045" head gasket and and flat top piston- 340cc=~10.25, 360cc=~10.5, 390cc=~11.5, 420cc =~12.25, 460cc =~13.25, 520cc=~14.5
Rocker Ratio: 1.3:1 (Best compromise between lift and valve train dynamics)
Flow: DED LLC doesn't post any numbers, flow or power. We never have and don't plan to. Why? Because the racing industry, especially the small engine racing industry, uses uncertified, made up and inflated numbers to generate sales. We are too honest to do this illegal activity. Our products have been winning at tracks around the country for 15+ years. That is how we sell our products, not by posting inflated numbers that no one certifies to be true. Nor do we feel it is fair for us or anyone to loose sales because of others dishonesty. We have been in business for almost 20 years keeping many of the same customers because we can be trusted to provide what we promise- RACE WINNING COMPONENTS!
Information
We have spent over a year on the design of this head. We took all that we have learned from our famous small block series head and applied it to this new release. The biggest carry over was the ease of use that our platforms are based on. The big block head comes assembled and includes the whole top end of your build. The assembled head, rocker assembly, billet valve cover, billet intake......even the head bolts and pushrods are included in our kit. Because unlike most custom builds the problem isn't finding parts, its finding parts that work together. Once located, getting everything fit up and perfectly matched is an additional time consuming chore. Our parts are designed and tested to work. The rocker arm geometry is engineered to be optimal, the valve springs are matched to the design of the head, even the valve cover has an engineered breather system and oil separator built right into it.
The look of the head was important to us. Second to performance and function but still high on our list. We integrated in some really cool fin designs to make this design truly like no other. It gives your engine its own personality!
Ease of use would be of no importance if the head didn't perform. We worked tirelessly on getting all the performance features into the head without creating a huge assembly. A tight, high performing package was the goal and we really think that is what we achieved.
The new head has 40/32 (1.575/1.250") valves. The full 5 axis machined port design is laid back with the primary goal of creating good mixture motion to maximize the torque of the big block. These high swirl/flow ports give great throttle response down low yet pull almost endlessly on the top end. The chamber design is meant to compliment the ports and enhance the in-cylinder motion. The angled ports have a secondary advantage in which they put both the carb and exhaust at a better flatter angle. This helps the "big block" seem a little smaller and fit karts and bikes cleaner.
The valve job is done on our $100k+ Newen Contour single point CNC seat machine providing the perfect seal and shape.
The big block platform has so much more potential over the small block in open class racing because of pure displacement. Considering it is hard to achieve a 300cc small blocks even with a maxed out big bore and stoke. While the off the shelf big block 420cc platform can be bought for the price of a small block billet crank. With this you get 40% more displacement(!) and more robust parts simply because of the larger size of the components. With this added displacement comes the crazy torque that only it can provide. This equals virtually more power than any kart can handle and at a lower RPM. This reduced RPM is much easier on engine components when it comes to wear and stress; its not so high strung likes a similar small block build.
The big block platform does come with a couple downsides that don't make it ideal for every application over a small block build. We want to be honest and share our thoughts on this.
The three main things are: Size/weight, raw power, and vibration. Lets break this down
Size/weight- The big block is both considerably bigger and heavier than the small block. The bolt pattern is also different than the common small block pattern that so many accessories and frames are built around. The layout of the drag bike or kart has to take this into consideration in the planning of the build.
Raw/power- It is said you can never have too much of a good thing........in reality we all know that everything is more complicated than that. The great raw torque of the big block is intense, so intense that everything it is bolted to has to be considered and adequate. The robustness of the motor mount, the torque capacity of the clutch, the size of the chain, the strength of the sprockets, the size of the hubs on the axle and there keyways, ect all need to be considered. When making massive power with a single cylinder 4 stroke the power stoke happens mainly over 90deg of the 720deg cycle. This is quite a punch wrapped up into a small amount of time. This means the application the engine is used on needs to be robust to take this hard hit. We design engine products to win races and that is what we want to achieve; we really want our customers to understand that the engine is the first component in a long line from the carburetor to the rubber on the track and all must be considered to put together a winning combination. Please understand that the big block power requires a high level of racing and component knowledge to put a set up that can utilize all the power.
Vibration- Many don't realize that you can't truly balance a single cylinder engine. You can try to optimize the direction of the vibration (either inline with the piston/bore, or perpendicular to it. A 50% balance job means the 50% of the weight from the moving components are in line with the bore and 50% is perpendicular to it. Lighter internal components are the only way to get less overall vibration (short of a secondary balance shaft which we don't run in racing engines). With this said, naturally the big block has heavier components and with this comes MORE VIBRATION! A big block is going to test the lock washers and welds on your kart or bike(!) so keep this in mind. The best way to reduce the vibration is to run light weight rod and piston and then balance the crank to match them.
