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I'm surprised Noleen hasn't come up in this conversation, I know they're very well thought of by the vintage mx guys & cheaper than Ohlins.
I saw quite a lot of them being used when I travelled from New Zealand to race the CZ world champs a couple of years ago & ended up ordering a set for the bike I finished up earlier this year after talking with quite a few guys who raved about them. I have 2 bikes with very similar set up except 1 bike has Ohlins shocks & the other Noleen & so far the Noleens seem very well set up with a plush ride initially but good bottoming resistance
Shocks are listed for Kawasaki triples & RD350/400 but nothing for Suzuki guys unfortunately

That's gorgeous

My friend who perfected TPI before KTM copied it is working on a opposed piston design at the moment, probably 1 of the hardest designs to get your head around what is going on
The guy has some very out there designs, 1 of his motors runs no throttle body & variable disc valve induction as well as his mark 2 TPI, it's a work of art that runs in a YZ250 chassis

Motor had no development for years, pretty sure when Yamaha stopped building complete bikes & just sold the motors to Scorpa they were the same as their first watercooled motors
Porting will be a lot milder, no powervalve means the exaust port needs to be quite low in comparison to a YZ

The motor was used by Scorpa for quite a number of years after Yamaha stopped building trials bikes, maybe do a search on trialscentral.com

Nice work on the waterpump gear & new combustion chambers, doing that sort of stuff is very satisfying
It's funny just how sticky weld material can become compared to the original base material, there must be a slightly different make up between the 2 materials. I have a head for my CZ400 that was welded & machined which has the same porosity issues as your head, never seemed to affect how it ran although when it turned up I was pretty unhappy after having seen the work done by the company on other heads
Did you end up correcting the slight misalignment between the cylinder bores & combustion chambers I've seen mentioned before? I assume because the whole combustion chamber was fully welded & you measured the top of the block to make your sub-plate that you would have been able to get the positioning exactly right

I have many Parilla sources around the globe and was lucky enough to source a NOS cylinder, piston and rings, as well as a new gear selector (which is external). Take a look at this weird piston design:

Strangest looking deflector piston I've ever seen, only ever seen 1 lump. Looks to be from when directed flow from the transfers first started to be understood
Spent a look of my childhood on the back of 50s & 60s Jawas & their pistons were very conventional design where the Moto Parilla is a cross between 30s era & what we have now
It's really interesting just how easy it is to get parts for a lot of Europeon bikes compared to Japanese bikes

10mm will be the thread diameter, Suzukis were the same

Looking good, I assume the piece with the silicon o-ring is welded to the end of the pipe. I did something similar with the DG pipe fitted to my YZ465H when I bought it as I hated how bad the fit was - too long & poor fit over the cast in spigot

Not really to my taste & not in the market for a French bike trading on English brandnames

Dry Clutch, what does that come from?

Tidy looking bike

Your definition of little differs from mine 
Good excuse to make the motor better than it was

Apart from the drag racer swingarm I like it

That's quite a large increase in surface area with a fair amount of clearance to the hub still, very easy upgrade