Well, I don't think I can answer that. There is more cylinder filling....more power. More blow by would depend on the rings. Strain on the motor...not a problem. Crank case pressure..?

 

In order to pull the cams, you have to pull the tree unseating the head, therefore head gasket failure seems more likely then leaving the motor un cracked. It makes me nervous considering the cylinder pressures I’m already running. It may be undo worry, feel free to put me at ease.
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This is my only worry about running these keys at 12-13psi. Has anyone been using these keys for a considerable mileage without headgasket failure?

 

In order to pull the cams, you have to pull the tree unseating the head, therefore head gasket failure seems more likely then leaving the motor un cracked. It makes me nervous considering the cylinder pressures I’m already running. It may be undo worry, feel free to put me at ease.
[/quote]

This is my only worry about running these keys at 12-13psi. Has anyone been using these keys for a considerable mileage without headgasket failure?
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I was wrong in my previous statement about unseating the head when removing cams, this tree is completely separate from the head bolts as I have since discovered after pulling the head. Just wanted to make that clarification. So in that sense there is no risk of potential HG failure when installing the keys. As far as increased cylinder pressures causing potential HG failure, that's a separate question.

 

Odd that on 9-5-2011 you had no NA experience, yet 4 months prior in your FS thread you claimed otherwise (on 5-7-2011):
https://www.s2ki.com/forums/forced-i.../#post20549075

The theoretical gains from these woodruff keys are interesting for sure. (Relative to my 2.4L NA 12:1 shortblock w/ stock AP1 head, kseries skunk2 ultra race IM with F-to-K CNC adapter plate, custom 3.5" intake, urge exhaust header, urge/gernpipe dual T1R exhaust). But I may just go with adjustable cam gears (Toda or skunk2) given that I'd get reuse from them if I ever did upgrade to aftermarket cams.

 

Thats is reviving a old thread!!!!!

Seem like it ended being a fail attempt???

 

Yeah, nobody seemed to recreate the success one person had. I definitely wouldn't try to find which specific keys would work for my 2.4L setup. Would require way too much costly trial and error. Only way forward if I were to pursue this type of optimization is to switch to adjustable cam gears to reduce the time needed between testing adjustments on the dyno. But not something I'm prepared to get into at this point. Bigger fish to fry getting my car ready for this season (upgrading intake manifold, getting retune, installing spoon rigid collars, a full SBG BBK, etc) -- my first year of autocross. Don't need to sabotage myself getting bogged down with cam adjustments.