I agree that 'blueprinting' would be preferable. You just need to make the tolerence beyond that of any standard part. The only trouble here is you very quickly come into the realms of tuning as either end of the range of tolerence may work best depending on other factors. It's a big can of worms and IMO the regs you have at the moment are just about the perfect comprimise.
Just to explain the difference between blueprinting and parts matching the 'Thailand' GX120 engines we use give the best example of this.
The cylinder head casting of this engine alone can give as much as 1hp difference. I have two sons racing, so need 4 race engines. To find 4 competitive heads I have looked at (parts matched) over 50 heads. But I am able with a Dremel to modify (blueprint) any head to be as good as these in less than 30 minutes, although I am unable to use this head for racing, see below.
So before I'm jumped on, the process of finding good heads has only been possible because I can sell used GX120 engines in France for more than the new UK price.(I don't have more money than sense and this process has actually helped fund my racing).
The need for me to take this course is because while I am rigorously checked, French competitors are usually not.
Having become something of an expert I have now had the opportunity to look at 5 engines from other high level competitors and every one has illegally modified (blueprinted) heads rather than selected ones.
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