Kent numbers are 105-108 but stock pistons dont have enough clearance at the intake so i went with 110-108.Yes I did the kaw32 i very seen alot of info about other springs having too much seat pressure and having to buy springs with the retainers. I asked kent and they said that wouldn't have to change the valve trian at all so I just wanted to ask the people who have currently used those cams. Where did u degree the cams.
I have a ported head gonna do a .45mm gasket and the kaw32 cams and get the ecu tuned. I also have a full akra and k&n but may change the air filter to a sprint filter.
Where would you get those intake springs from.As long as your not increasing the ref limit 200+ above stock the stock springs are the best, if your bumping up over +200 rpm then the best value choice is the G1 & G2 stock intake springs (green) I have used those in several builds upto 14.000 rpm with kent 32, and a machined 08 head with 35's in. All the BSB teams here used that spring successfully in the era. And you don't need any other retainers G3 retainers are very good.
Thanks that makes alot of since I actually looked at the part numbers and the intake g3 spring in the g2 exhaust spring. But it makes total since that the g2 are better because of the use of the g2 steel intakes. Thanks a bunch. You guys are awesome and I appreciate all the knowledge.The G1&2 intake springs are stronger than G3 because the inlet valves on G1&2 are steel (heavier) I understand they are a little stronger than G3 KIT part springs which gives the confidence to use second hand (out of your G2 head) if you want to buy new any Kawasaki parts supplier and they are considerably cheaper than KIT parts or after market springs. The Kent Kawa 32's can be used with stock springs as the re machined lobe has less duration and a higher lift so the springs actually compress more generating more pressure and coming off lobe happens earlier on the lift where there is more pressure than a stock cam. But as above if your bumping up the rpm limit use a better stronger spring and those Green G1&2 springs have excelled at the highest levels of racing for much less cost than KIT parts or after market springs which are often over kill, reduce power and smash the valve and seat unnecessarily.
For this engine what head are you using and what are the size of the intake and exhaust valves are what materials are they made out of.LOL i normally use the dyno at BSD which is a 250i, reason being that's the dyno MCN use so it's a good baseline to the figures you read in the MCN. But I am out in Belgium this year for the year so I used this guys dyno over the border in Holland. Its reading high for sure that's the only reason I posted it up. No it's not a stock engine only a stock bore, lightened balanced and edged crank, G4 pistons rods throttle bodies, decked and ported head, WSB inlet valves & G4 exhaust valves, I machined the head for +1mm inlet buckets and with some dremel work got the Kent Kawi 35's in at 112-112 it's torque curve that makes it absolute bliss! But I did a similar build with Kent 32's which did 190 at BSD I think this around 195 realistically. The dyno guys say it's The same power as a 2019 KRT out the crate. ? I'm not so sure but I only posted this to raise the point all dynos are different.