1999 Honda Interceptor VFR800 and hydraulic lifters. I'll be applying everything I learned from my Megasquirt type-3 project to this engine.
That's kind of what I've been thinking for my next VW engine, but bigger, and MS EFI... my thinking is that the EFI could support a bigger cam too, with better idle mixture, so I'd go HUGE with the cam, super squishies, heaps of CR. It would be purely a play toy, so I'd use up most all of any safety margins and go all out :D No idea what to use for throttle bodies. The ricer crowd here is buzzin about "ITB", Individual Throttle Bodies, but that's what we have been doing with carbs for decades. I would think that is still the way to go, just a different way to meter fuel.
Been thinkin for over 6 years with nothing to show for it. Don't even have a VW in the US. :( The current engine has maybe 1000-1500 miles on it and still needs the last finishing touches to be perfect (Dyno tune). Love the thing, everything seemed to match and work well together. 90.5 x 80, custom cam with 310 deg advertised duration and total of 13.5mm lift at the valve, dual 45 dells... The heads are a bit of a limiting factor, I had to cheap out there as I knew I was leaving the car, and the country behind me for a good while.. They flowed 180hp at 12mm lift, not sure why the guy didn't keep going to higher lift, the graph was still climbing steep at 12mm. Guess he didn't think I'd go any bigger and I didn't think to tell him. The head porter said due to the "small" cylinder diameter, he somehow shaped the ports to turn the incoming charge to use more of the open sides of the intake valve, and less of the side where the cylinder wall gets close. Dunno about that.
We've built high rpm big cam 1600-1800 engines with valve pockets cut to the side of the CYLINDER before.... :D No data to show if it helped or not. Seemed a bit insane at the time and probably was. Not much meat left in the head but these weren't built to last anyway.
Max, if I ever get around to it, I'll pick your brain for sure :D
jan