In honour of Linc's 200: ITZOLD 200 6v

[xctasy]

Time line is before April 2012. This won't be cheaper than Mikes head, as it requires three jetted 32/36 carbs which are rare in the US, and price in at 375 a pop. Then there's my adaptors and combined linkage at 120 each. That's the price on one alloy head right up, and everyone here is propably aware that there is 211 rear wheel hp just from a correctly spec'd 200 with Mikes head. But he can do that with just one 480 cfm 4-bbl. All I can say is that even with the log heads flow restrictions, desktop dyno runs show that triple Webers provide a 13 to 25% increase in power at all points of the curve, and that just working on intake porting and cam profile can equal Mikes head. Eventually, I'd like to make an emissions compliant triple downdraft intake for Mikes head, but I can't run before I can walk.

I'd like to think a kit could be made up for a 264 degree cam and any log head before then. The development program is like this:-

The cams at this stage are stock solid lifter non roller cam configuration, with valve spings changed to suit up to 510 thou lift and durations of about 292.

I've been worried that if I start too light on street legal 264 to 278 hydraulic cams, I won't make my 6V performance drivability targets. The actual peak power should be ok if the valves are back cut, and the port areas and flow rates are where I need them to be. I know any 264, 274 or 278 Clay Smith cam will produce the nominal flywheel 200 hp peak with 200 cubes and triple carbs, and the 250 should make its 250 hp net with the next size up cam. But after I copied an intermix of Perparation H, Chysler Valiant Hemi and Holden Torana XU1 cam profiles with largely stock log heads, I found that I should be building and jetting three Weber 32/36 DGV-2V venturi size based on the closest Clay Smith 292 solid cam with 112 lobe centre, or # CSC-292-SSP-112. Thats got the 3400 to 7200 rpm rev range. His cams are a lot more intense at 50 thou than the big six Ford, Mopar 265 Hemi and Holden Torana GTR XU1 items, but are low on total at lash duration and have moderate lift.

The comparisons between the 11.9 sec Prep H Maverick. I think based on the normal ID 48 Weber listing, it had 44mm chokes, but certainly it has 170 micron jets, and a 310 degree, 90 over lap, 598 lift Big Six 300 with triple 48's. This is for a 12:1 compression 4.03 piston, 3.98 “ stroke, 6.86” rod 306 cube engine with, 1.94 intakes and specs are 0.308 valve head to valve lift

The 14.4 sec stock E49 was rated at 302 hp, and had a 306 deg, about 85 deg overlap, 460 thou lift cam. Modern suppliers, such as Viper Performance have replacements with 244 degrees at 50 tou, or 312/319 at lash, with 469/476 thou total lift, see http://www.hemiperformance.com.au/store ... c-Camshaft
This is for a 10:1 compression 3.91 bore, 1.96” intake valve, 3.68” stroke with 5.75” rod Hemi 265, specs are 0.242 lift to valve head size. Kiwi racer Leo Leonard stated 295 hp net with the earlier 306 cam and 40 inch choke DCOE 45 Webers with 145 micron main jets.

The stock 15.5 sec road going Holden XU1 GTR with its 304 degree, 84 over lap, 429 lift GTR 202 with CD 175's yielded what Aussie HDT engineer Ian Tate stated in 1990 as 216 hp net in Bathurst trim. When loaded with what Dave Dyno Benett stated as a the too wild for street use HX cam, it got 326 degree, 106 over lap, 456 lift cam, it was making 240 hp in 1973 Bathurst trim. See http://holden.itgo.com/gtrxu1.html

This is for a 10.3:1 compression 3.625” pistons, 1.625” intakes, 5.25 rods, 3.25 stroke Specs are only 0.2806 inches of valve head to lift ratio

The non cross flow adaptor comprising of three 2" split port 'pots' which convert the log head to an independent runner porting. They are in steel tube, and each is a cap screwed practical fit.

I've got three 200 heads,
one small chamber 48 cc used on all 170 to 200's up to 1966 1.65 in/1.38 ex valves (C1UE 6049 A, 24 Jan 1963)
one 62 cc 200/250 1.69" flat top log 1.65in /1.38 ex (ARC9DE 6049 B, Dec 13 1972)
one 62 cc 200/250 1981 1.75 in/1.38 ex (E0EE 6049 B or some such)

They are on rotation on three blocks,
my stock 1982 US 200
another 1983 Australian X-flow 250 with 15 cc Aussie 200 pistons and 6.06" AU rods and a special 175 thou head spacer kit to convert the block back to non cross flow log head.
The third block is the period 1972 Aussie 250 block, the medium sized Aussie bell item which also takes the 160 teeth bell and its 3" bolt spacing spigot, with its stock 15 cc pistons and 5.88" rods, it doesn't have the 103 thou short fall of the US 250 block.

My Explorer is being sold off and replaced by a 1980 Cortina six, and both the 1982 Mustang and Cortina run the same wheelbase, wheels, Fox sump and exhast system so everything interchanges.

 

[MPGmustang]

I think it depends on price, some might have that carb ready to go... or at least have the carbs ready...

If you do get 200hp out of a US 200 engine with a H cam and a Log head, I'm sure others will be following your information.

 

[xctasy]

200 real horsepower from a 200 cubic inch engine has been done with a lot less than three carbs and a wild cam profile. 146 real hp was what 170 gross RS 2.6 was in 1961, and it was done with only 155 cubes.

The true sucess of the Classic Inlines cylinder head is that it replicates what was done with Holdens 12 port head in the early seventies, 40 years ago. Even before that, little 179's with 48 mm side draft Dellortos were doing more than 1 hp per cube. In 1966, a 186 cubic inch engine was beating a C-code 289 Falcon with 225 hp from 0-100 mph.

The real issue is that a proper log head isn't flow limited by port and exhast profiles as has been supposed, but by intake manifold inefficency. Same thing today happens with the X-flow, were a really good cam, port flow and valve gear makes up for poor intake manifold design to carburation problems.

 

[bubba22349]

Did you get any more done on this 3x2 project?

 

[xctasy]

Did you get any more done on this 3x2 project?

Yeah, I set up and intermediate NCHO-2V Adaptor which is true to the Lincs200 ideal.

It uses an extra out board intake runner, two of the machined adaptors to form two distinct barrels, and its able to create multiple port injection, CFI and/or an Liquid Propane Gas entry point. So its got the stationary engine, CARB and the first port EFI Log head entry pints covered off for all three tyeps of the cast iron log head.

After I've made that work, I will sell another top plate that allows 3 2-bbl carbs, which will be the NCHO-6V

Here are the basics in alloy.

 

[bubba22349]

Looks like its coming together

 

[xctasy]

Yes, it sure is.

So the recap is that I'm using drag-200stangsEFI port method, Linc's200 intake air port method, and Danielson and 73greemachine's log intake improvement method.
'
After reading Classic Inlines technical articals, I realise that the Linc's 200 method is just a variation or rework of Ak Millars old quad carbed Honda 450 Kehin carbed cylinder head, with four extra ports to create air flow, or his SU HS6 1 3/4" carb with two extra ports.

The Honda one is seen here

, found in http://www.classicinlines.com/HA1.asp

It gave just on 125 rear wheel hp, which is 158 net horspower at 4800rpm with the uprated 260 Isky cam, 289 springs, 260 retainers, and rejetted 37 mm quad carbs. Or 1.92 times the stock power with just cam, carb, compression and exhast changes.

The point I'd like to make is that this was done with no major gas flowing of the port pockets, which has been assumed to be the most important thing for a log head. In my opinion, its not, its that the flow efficency of the intake runners must be better than the stock set up. Which isn't hard.

Waht is even easier is that Ford were operating port fuel injection 2V headed 170 cubic inch engines at Bonneville. If you look that head, all they used was tubes to the intake, so EFI on a log head is actually really easy to do if you follow the Ak Millar method above.