:argie: :CR: 
R: 
:checks: :shockin: :mrgreen: 
Martin, what block mods are required to get the roller lifters to work?
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Anonymous
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Lunati roller cam, sounds Italian and definitely sounds expensive. I'll have to check to see what the costs are for this mod and if there are any cam profiles for a turbo app.
Unlike xE, I can't go over my budget I still have to buy my 22 element wing and my racing stripe sticker. :roll:
DB
Unlike xE, I can't go over my budget I still have to buy my 22 element wing and my racing stripe sticker. :roll:
you kiwis are as far south as the Argentinians.XECUTE":ykdd8nry said:
DB
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Anonymous
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holley is the manufacture of lunati i got my 200 2500-6500 rpm rang and 280* duration for 75.00
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Anonymous
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hey will that chrome t state housing that auzcoupe has fit the me head?
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Anonymous
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Jack,
I only saw a pic of a TC block once. Looks like they drill the block to install some kind of retention mechanism for the lifters. I will ask a guy who built a roller-cammed 221 SP, to know what is exactly involved in the conversion.
XECUTE, the green Falcon has 3 2bbl carbs, probably IDA or IDF Webers. The manifolds are custom made.
Alex, my SP head came from a race car, I think it saw action at some junior TC class. But the valve specs and such are pretty much like the ones stated by the TC competition rulebook.
83fairmont, I will try to check it out for you, but it should fit AFAIK.
I took some pics of 83fairmont's ME head:
Head and manifolds:
Closeup of the combustion chambers:
And of the ports:
You can spot the differences between the ME and SP heads in the pics. The ME is designed to increase power, while reducing fuel compsumption at the same time. You can see evidence of it by looking at the heart-shaped combustion chambers and swirl-inducing intake ports. One interesting thing is that, in stock form, the ME will outperform a similar SP by 5 to 10 HP. The head also uses long 14mm sparkplugs to put the electrode closer to the valves (modification also implemented by racers on the SP head). The head comes with steel seat insert for unleaded fuel use, and the intake valves came wuth a back-cut from the factory. One interesting thing that I realized after detailed inspection of the valve seats is that, apparently Ford Argentina used a multiangle valve seat solution for the ME. I will try to get more pics of the seats if the sun decides to come up some day
Glad you enjoyed the pics
MartÃn.
I only saw a pic of a TC block once. Looks like they drill the block to install some kind of retention mechanism for the lifters. I will ask a guy who built a roller-cammed 221 SP, to know what is exactly involved in the conversion.
XECUTE, the green Falcon has 3 2bbl carbs, probably IDA or IDF Webers. The manifolds are custom made.
Alex, my SP head came from a race car, I think it saw action at some junior TC class. But the valve specs and such are pretty much like the ones stated by the TC competition rulebook.
83fairmont, I will try to check it out for you, but it should fit AFAIK.
I took some pics of 83fairmont's ME head:
Head and manifolds:
Closeup of the combustion chambers:
And of the ports:
You can spot the differences between the ME and SP heads in the pics. The ME is designed to increase power, while reducing fuel compsumption at the same time. You can see evidence of it by looking at the heart-shaped combustion chambers and swirl-inducing intake ports. One interesting thing is that, in stock form, the ME will outperform a similar SP by 5 to 10 HP. The head also uses long 14mm sparkplugs to put the electrode closer to the valves (modification also implemented by racers on the SP head). The head comes with steel seat insert for unleaded fuel use, and the intake valves came wuth a back-cut from the factory. One interesting thing that I realized after detailed inspection of the valve seats is that, apparently Ford Argentina used a multiangle valve seat solution for the ME. I will try to get more pics of the seats if the sun decides to come up some day
Glad you enjoyed the pics
MartÃn.
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Anonymous
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i like it martin great job now i def cant wait till i get it here
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Anonymous
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Adam,
I have some ballpark figures for the valve guide lenght. The ME has 1.83" intake and 1.77" exhaust. My SP has 1.7" and 1.5" long valve guides. The other SP head, has 2" long bronze valve guides.
Both the ME and my SP have integral cast iron guides.
Hope you find the info useful. MartÃn.
I have some ballpark figures for the valve guide lenght. The ME has 1.83" intake and 1.77" exhaust. My SP has 1.7" and 1.5" long valve guides. The other SP head, has 2" long bronze valve guides.
Both the ME and my SP have integral cast iron guides.
Hope you find the info useful. MartÃn.
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Anonymous
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Hey 83Farimont, that ME looks great. With the two exhaust outlets, how about a twin turbo setup? Get a smaller Garrett, the same type they use for the nihongo cars and go zooooom zooooom zooom.
Martin, I would be interested to know how much it would cost to rebuild the heads there in Buenos Aires. I'm sure it would be cheaper than having my engine builder do it.
Cheers,
DB
Martin, I would be interested to know how much it would cost to rebuild the heads there in Buenos Aires. I'm sure it would be cheaper than having my engine builder do it.
Cheers,
DB
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Anonymous
Guest
I like the twin turbo idea 
As for rebuild costs, Im sure that I can get at least workmanship prices in pesos, wich means a bargain for you guys. Currently, I can get you things like bronze valve guides, head milling and conventional valve seat grinding. I'll do my best to find prices for performance stuff, including porting and flowbenching, cc'ing of combustion chambers, 3 angle valve seats, and racing valves.
We have people here that has been working withg these heads for racing purposes a long time. I only need to get in contact with them
Thanks for asking. MartÃn.
As for rebuild costs, Im sure that I can get at least workmanship prices in pesos, wich means a bargain for you guys. Currently, I can get you things like bronze valve guides, head milling and conventional valve seat grinding. I'll do my best to find prices for performance stuff, including porting and flowbenching, cc'ing of combustion chambers, 3 angle valve seats, and racing valves.
We have people here that has been working withg these heads for racing purposes a long time. I only need to get in contact with them
Thanks for asking. MartÃn.
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Anonymous
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i love the twin turbo deal tell me more plz plz pretty plz
MandarinaRacing
Famous Member
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Anonymous
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one thing i never asked was what size exhaust outlet is the headers lol
That red car's taken a fair hit sometime. Look at the wrinkling above the shock tower. 
The detail on the silver one is great. I have a TBI unit that could be used for this type of application, but it's only 50mm/side and carries 4 injectors. Might work for a 200. Actually, it's for sale.
Adam.
The detail on the silver one is great. I have a TBI unit that could be used for this type of application, but it's only 50mm/side and carries 4 injectors. Might work for a 200. Actually, it's for sale. Adam.
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Anonymous
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I know that silver car. The owner lives one block away from the shop where mine is stored! in fact, that guy started working on that car (originally a bone stock 188 Falcon) after my mechanic buddy teased him too much about beating the crap out of it with his.
The owner of the red car must had learned the lesson the hard way. Sure, its easy to make them fast, but to stop them quickly, that's a whole other story. I learned that lesson too
Also, IIRC that red car was running on the mid 12's at the dragstrip. It has an impressive idle
Alex, a lot of guys here use IDA Webers with those adapters. When at the dragstrip, they usually wrap the tubes in some kind of insulating tape (like the ones for headers). That's also a way to smooth out the transition between the intake opening shape of the SP manifold and the Weber one. And sure looks cool 8)
The owner of the red car must had learned the lesson the hard way. Sure, its easy to make them fast, but to stop them quickly, that's a whole other story. I learned that lesson too
Also, IIRC that red car was running on the mid 12's at the dragstrip. It has an impressive idle
Alex, a lot of guys here use IDA Webers with those adapters. When at the dragstrip, they usually wrap the tubes in some kind of insulating tape (like the ones for headers). That's also a way to smooth out the transition between the intake opening shape of the SP manifold and the Weber one. And sure looks cool 8)
I measured my stock 221 valve guides, and they are around 1.94". Protrusion above the milled cork gasket face is 3/8" approx, on the holes' centreline.
It looks like I can munch 100 thou off the bowl side, no problems, then. The only thing that puzzles now, is heat transfer - your shorter bronze guides - are they more efficient? (Maybe this is Hardcore forum material.) And what reduction in service life of the guides with shortening (running full roller rockers)? I am planning good old K-lines with a single groove.
The plot thickens...
It looks like I can munch 100 thou off the bowl side, no problems, then.
The only thing that puzzles now, is heat transfer - your shorter bronze guides - are they more efficient? (Maybe this is Hardcore forum material.) And what reduction in service life of the guides with shortening (running full roller rockers)? I am planning good old K-lines with a single groove. The plot thickens...
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Anonymous
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is that a custom head/intake, and is that on/or possible on a US 200
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Anonymous
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Yes, it is posible. Intake is custom made, but there's a few manufacturers that do that kind of work around here. The head is an SP, maybe ported and that sort of thing, but factory item (it's the same type of head that's pictured at the beginning of this post).
Adam, I have never heard of any durability problems with the SP and ME valve guides, compared to the log head. Those head came from the facroty with integral cast iron guides. Bronze valve guides offer reduced friction and lower temperatures compared to cast iron ones, so it might actually compensate for the lack of lenght. In that particular case, I don't think the guy was too worried about replacing guides
Adam, I have never heard of any durability problems with the SP and ME valve guides, compared to the log head. Those head came from the facroty with integral cast iron guides. Bronze valve guides offer reduced friction and lower temperatures compared to cast iron ones, so it might actually compensate for the lack of lenght. In that particular case, I don't think the guy was too worried about replacing guides
