My log of Alice's transformation into "my bike"

Yeah...I can't think any reason they would remove ECU #/VIN from the recording metadata. I wouldn't if I were designing the database, it make it the primary key/ID, it's unique and has an established length. I'd be highly surprised if that's not how it's implemented.

Exhaust Roadblock - The titanium header from a gen 6 ZX-10R have an added balance connector between cylinders 1 and 4. This balance pipe conflicts with oil/water heat exchanger. Gen 6...will never work.

Ordered a set from a Gen 4 + Akrapovik Ti link pipe. Should arrive Thursday.

Cam Progress - Cross referencing part numbers I've determined the following are common parts between H2, H2 SX, and Z H2:
Intake Valves
Exhaust Valves
Spring Seats
Intake Valve Retainer
Tappet
Cam Chain Tensioner
Cam Chain Guides
Cam Gears are identical except the timing of where the bolt holes are to adjust centerline

Unique H2 parts
Valve Springs
Exhaust Retainer
Exhaust Spring Seat

So, from this we can determine all parts can be freely interchanged in accordance with the CAM profile they belong to and with the qualification that valve to piston clearance is accounted for.

H2 stock cams are $291 each.... $584 dollars + valve train items to bolt in 10-20 whp and comensurate torque depending on which gears are paired with them. Seems like a hell of a deal. Will require a custom tune, so another $500 or so.

Have found a complete cylinder head, with cams, caps, cover, and sensors for sale....hmm.

Last bit I need to find: How much valve to piston clearance exists. With the 11.2 pistons it's very possible the H2 cams will only work if intake is retarded a good bit and exhaust is advanced, cutting overlap way down.

My primary obstacle will be figuring out how to replace the springs/retainers without removing the head, I know it can be done on some engines, not yet sure on this one.

For those who know cams, please check my logic below..... am I missing something on event timing?

The total adjustment will be opening 4 degrees earlier and closing 4 degrees later on intake and opening 6 degrees earlier and closing 6 degrees later on the exhaust side. In order to maintain the intake opening point using H2 cams in Z H2 intake LCA 97 needs to be used. This will "stack" all the increased duration on the closing point, at IVO 35 IVC 49. From here I would, ideally, let the target overlap value dictate the exhaust cam LCA. To achieve the H2 overlap of 67 degrees, the exhaust cam would ideally be at 98 LCA. This will result in EVO at 48 and EVC at 32.

As I understand cam timing this will result in:
Comparing LCA 97 on H2 Cam for intake to stock Z H2 - later IVC should boost top-end power notably. P-V clearance is likely acceptable, if not LCA 100 should fix it.
Comparing LCA 98 on H2 Cam for exhaust to stock Z H2 - earlier exhaust opening will get more exhaust out before overlap period, and increased overlap will increase scavenging boosting power after torque peak. P-V clearance is likely acceptable.

Overall, I expect this setup may slightly reduce power below 4000 RPM, make relatively the same from 4000 to 8000 or so, and shift peak torque up to around 9500 with a very wide peak area. If I go this route, I'll be limiting RPM to 12500, and it'll probably peak beyond that, so no over-run area, similar to my Daytona 955i.

So I know quickly where to find this when I need it:

H2
Intake Lift - 7.7 mm
Intake Duration - 264
Exhaust Lift - 7.9 mm
Exhaust Duration – 260
Intake open/close – 37/47
Exhaust open/close – 50/30
Intake LCA – 95
Exhaust LCS – 100
LSA – 97.5
Overlap - 67

H2R
Intake Lift - 9.4 mm
Intake Duration - 320
Exhaust Lift - 8.4 mm
Exhaust Duration - 280
Intake open/close – 65/75
Exhaust open/close – 75/25
Intake LCA – 95
Exhaust LCS – 115
LSA – 105
Overlap - 90

Z H2
Intake Lift - 7.2 mm
Intake Duration - 256
Exhaust Lift - 7.2 mm
Exhaust Duration – 248
Intake open/close – 35/41
Exhaust open/close – 41/27
Intake LCA – 93
Exhaust LCS – 97
LSA – 95
Overlap - 62

H2 SX
Intake Lift - 7.2 mm
Intake Duration - 256
Exhaust Lift - 7.2 mm
Exhaust Duration – 248
Intake open/close – 38/38
Exhaust open/close – 44/24
Intake LCA – 95
Exhaust LCS –100
LSA – 95
Overlap – 62

H2
Intake Valve – 12004-0744
Exhaust Valve – 12005-0765
Intake Spring – 49078-0722
Exhaust Spring – 49078-0723
Intake Retainer – 12009-0025
Exhaust Retainer – 12009-0026
Intake Spring Seat -16007-0034
Exhaust Spring Seat – 16007-0726
Tappet – 12032-0013
Intake Valve Seal – 92049-1349
Exhaust Valve Seal - 92049-1349

H2R
Intake Valve – 12004-0744
Exhaust Valve – 12005-0765
Intake Spring – 49078-0722
Exhaust Spring – 49078-0723
Intake Retainer – 12009-0025
Exhaust Retainer – 12009-0026
Intake Spring Seat -16007-0034
Exhaust Spring Seat – 16007-0723
Tappet – 12032-0013
Intake Valve Seal – 92049-1349
Exhaust Valve Seal - 92049-1349

Z H2
Intake Valve – 12004-0744
Exhaust Valve – 12005-0765
Intake Spring – 49078-0744
Exhaust Spring – 49078-0745
Intake Retainer – 12009-0031
Exhaust Retainer – 12009-0031
Intake Spring Seat -16007-0034
Exhaust Spring Seat – 16007-0034
Tappet – 12032-0013
Intake Valve Seal – 92049-1349
Exhaust Valve Seal - 92049-1349

H2 SX
Intake Valve – 12004-0744
Exhaust Valve – 12005-0765
Intake Spring – 49078-0744
Exhaust Spring – 49078-0745
Intake Retainer – 12009-0031
Exhaust Retainer – 12009-0031
Intake Spring Seat -16007-0034
Exhaust Spring Seat – 16007-0034
Tappet – 12032-0013
Intake Valve Seal – 92049-1349
Exhaust Valve Seal - 92049-1349

Parts to convert Z/SX to H2 Spec $1112.62:
Exhaust Spring Seat – 8x$3.99
Intake Retainer – 8x$16.01
Exhaust Retainer – 8x$16.01
Intake Spring – 8x$15.14
Exhaust Spring –8x$15.14
Intake Cam – 1x$291.39
Exhaust Cam – 1x$291.39

Z H2 / H2 SX Gears with H2 Cams
Intake Lift - 7.7 mm
Intake Duration - 264
Exhaust Lift - 7.9 mm
Exhaust Duration – 260
Intake open/close – 39/45
Exhaust open/close – 47/33
Intake LCA – 93
Exhaust LCS – 97
LSA – 95
Overlap - 76

A good fellow from Germany pointed out an interesting impact of using 97/98 LCAs with H2 cams....

Reduced Dynamic Compression, similar to what putting Neville's man sized cam in Mufasa did. This should make a very smooth bike even smoother and safer. So with that realization, I'm fairly invested in doing this now.

It will let me derestrict the ECU to get no artificial power fall off after 10.5k, paired with more cam derived power up top, less DCR + intercooler, I reckon I can hit 225-230 hp with a less stressed motor than the guys running VanDemon TI headers/IC/Race filter/derestrict/supercharger overdrive gears and tune, meaning, my 11.2 cast pistons will have a reasonable shot at surviving for a long time. Unlike what most people are doing and pushing the pistons right to the edge of survival.

Still have some bits to tidy up before pics, but...

Gen 4 ZX-10R Ti Header
Gen 4 Akrapovik Ti Decat Link Pipe
Gen 6 ZX-10R Ti Straight Through Muffler

Installed today, so ~ 20lb shaved using mostly OEM parts lol. The muffler hangar point even matches the stock Z H2 point, when complete it will look **** near factory

Whether it gains power or not, I really don't care, the 20lb reduction will be worth more than the +/- 5hp potentially occuring. That, and sexy blue/purple/pink patina Ti systems develop

I have an addiction.

Titanium is my "gold". I love the stuff. It's unhealthy LMAO.

Will pull off now, polish to high luster now that it fits properly and it should change a nice blue/purple from exit at head all the way back to the end of the muffler (you can see it starting on muffler exit point).

Crazy that a blend of years, brands, and vehicles can nearly bolt right up. It's a tight fit, about 8mm to spare, but it does fit without touching

Looks real good Rob. I like the titanium blue that the pipes turn to. Great color. Maybe a little accent titanium blue in a few spots on the chassis would look good too.

Thanks, I'm fairly satisfied with how it came out. Eventually the whole pipe will turn blue, probably around 12pm on the 2nd of September at 2WDW.



Appearance wise, there is a plan beyond "carbon fiber all the things'....I'm waiting on shipping still.

I gave in....

We are doing an H2/H2R at present. As I understand it the cam figures you have shown above are at exact open and close not at 1mm lift. I cannot measure the engine we have here'cause it is blown up..... What is the compression of the ZH2?

The Z is reportedly 11.2, and I've heard the same in regard to cam timing being seat to seat.

Going with OEM or Aftermarket?

Have installed all the Woolich gear, only took 45 minutes lol, naked bike so I was able to get to everything without pulling panels. Need to block PAIR still.