Flow testing the "log" heads

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Flow testing the "log" heads

Post #1 by AzCoupe » Thu May 13, 2010 1:07 am

Over the past few years we've flow tested several Australian 250-2V cylinder heads, as well as our own Aluminum cylinder heads. However we've always wondered how the cast iron "log heads" stacked up, not only to the Australian and Aluminum heads, but to each other, both in stock and modified configurations. Therefore we decided to do a little work on the flow bench.

Since we already had flow numbers from an Australian 250-2V cylinder head and our aluminum head, both in stock and modified configurations, all we had to do was flow test both log heads in roughly the same configurations for a good heads-up comparison. Unfortunately the only small log cylinder head we had in our possession had already been modified and converted to a 2V intake, so we had to guesstimate the stock numbers.

All four of the modified heads included over-sized valves, and were ported in a street/strip configuration. Both the OZ and Aluminum head were tested with the 2V manifolds installed, while the modified log heads were tested with the 2V conversion adaptors installed. I should also note that we tested the #2 ports on all four cylinder heads. All heads were tested at 28" H2O.

The one thing I found interesting, is that with our experience modifying and porting log heads, we were able to get a modified large log to flow nearly as well as a stock OZ250-2V, which I always assumed was impossible.

Summary: We pretty much concluded that it's not worth putting money into a small log head. Even with larger valves and port work, the small log won't flow as well as a stock large log head. So if your going to use a log style head, and you want to increase performance, buy a used large log head and put your money into it. You'll be better off in the long run, and a lot happier with the end results.

For those who'd like more information, I'm working on a tech article that will cover everything in detail, it's just not done yet. However, I'd thought I'd share the peak flow numbers in the mean time. The next step is to spend some time on an engine dyno, which may happen next month if I can afford it.

Here's the peak numbers in a bar graph.
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Re: Flow testing the "log" heads

Post #2 by FalconSedanDelivery » Thu May 13, 2010 2:36 am

Was the flow tested on a single carb setup or a tri carb , or a 2100 2 brl ?
Falcon 6's, FE's I Like them both , Sold all My 6 cyl stuff ( for now at least ) glad to pass along some tips though

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Re: Flow testing the "log" heads

Post #3 by wallaka » Thu May 13, 2010 11:14 pm

Interesting. Whodathunkit?
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Re: Flow testing the "log" heads

Post #4 by MPGmustang » Wed May 26, 2010 3:16 pm

this is AWESOME!!!

i've alway's wanted to get the performance of the cooler heads!! but with a port job on the larger log i'll get close to it, THANKS MIKE!!!

Richard

Edit: since this post I now have a 78 head flow tested after porting at 144cfm
Last edited by MPGmustang on Fri Jun 17, 2011 6:44 pm, edited 1 time in total.
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Re: Flow testing the "log" heads

Post #5 by AzCoupe » Wed Aug 18, 2010 3:03 am

FalconSedanDelivery wrote:Was the flow tested on a single carb setup or a tri carb , or a 2100 2 brl ?
Stock head was obviously with a single 1BBL carb, the modified log heads were converted to a single 2BBL (Weber, Holley, or Autolite).

The reason we flow tested the log heads, and posted the results, was to benefit those who are staying with a log head. I only posted the flow numbers for the OZ250 and Aluminum head as a comparison. If anyone else has flow figures on the log heads, please post them, or you can send them to me via PM or email. Thanks

Please try to keep your comments on topic, which is "US LOG CYLINDER HEADS". Thanks
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Re: Flow testing the "log" heads

Post #6 by 64 200 ranchero » Thu Aug 19, 2010 3:49 pm

how about the x flow head
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Re: Flow testing the "log" heads

Post #7 by AzCoupe » Thu Aug 19, 2010 5:31 pm

AzCoupe wrote:The reason we flow tested the log heads, and posted the results, was to benefit those who are staying with a log head. I only posted the flow numbers for the OZ250 and Aluminum head as a comparison.

Please try to keep your comments on topic, which is "US LOG CYLINDER HEADS". Thanks


If you want info on the XF head, search the forum, or Google.
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Re: Flow testing the "log" heads

Post #8 by Positively Ralf » Sat Sep 18, 2010 10:49 am

Out of curiosity, how much HP does a stock 250 Aussie head have on it? I'm sure it's more than the US log head but this would be a great idea for anyone who just wants to look around for a large log head. And I'm probably gonna go with this idea since I've found a 77 Maverick parts car that has a 250 in it. hopefully it's the same year 250 in it and I can come away with a good 77 head.
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Re: Flow testing the "log" heads

Post #9 by redxm » Sat Sep 18, 2010 11:01 pm

The 250 as fitted to XY XA models was 155hp @ 4000 rpm. There was also a low compression engine that was rated at 138 hp @ 4000 rpm
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Re: Flow testing the "log" heads

Post #10 by Positively Ralf » Thu Jan 20, 2011 11:41 pm

Exactly what years would you say are the best suited to be called large log heads? Mid 70s and up? And does large log head apply to 250 heads only? If not, how much of a difference is there between a large log 200 vs. a large log 250?

Reason I ask is because there is a seller nearby who has a 75 250 motor he is parting out and am wondering if I should go for that head or keep trying to find a later 250 or 200 head.
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Re: Flow testing the "log" heads

Post #11 by AzCoupe » Fri Jan 21, 2011 2:07 pm

Ford started offering the large log heads in '69 on the 200ci and 250ci, however the intake volumes changed over the years. Unfortunately I don't have specs for the 75-76 heads, but I think they were 1240cc's.

200ci
69-74 - 1240cc
77-80 - 1345cc
250 ci
69-74 - 1240cc
77-80 - 1345cc
80-up - 1420cc
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Re: Flow testing the "log" heads

Post #12 by MPGmustang » Fri Jan 21, 2011 2:44 pm

a few more specs can be found here
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Re: Flow testing the "log" heads

Post #13 by Seattle Smitty » Fri Jan 06, 2012 11:16 pm

I don't know the first thing about small sixes, but just looking at the specs it would appear that about the same year that the log volume went from 1100 to 1240, the head volume went up. Does that mean that to get the factory head that can be modified to flow good numbers, you'll still be stuck with an open-chamber smogger head with no squish? I ask in pure ignorance.

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Re: Flow testing the "log" heads

Post #14 by FalconSedanDelivery » Sat Jan 07, 2012 12:31 am

Nope your dead on ( unfortunately ) running as close to zero deck and milling the head helps .
Falcon 6's, FE's I Like them both , Sold all My 6 cyl stuff ( for now at least ) glad to pass along some tips though

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Re: Flow testing the "log" heads

Post #15 by Seattle Smitty » Sat Jan 07, 2012 1:17 am

Well then, would a good alternative be to pick the head (presumably an early one) looking only for the best chamber shape . . . and then cut off the restrictive log, leaving short stubs to which you could braze flanges, and weld up whatever kind of manifold you want from exhaust U-bends? You could open up the stubs somewhat. Mike's findings are interesting and surprising, but why bother with the log at all, when you could delete it with a sawzall, get the stubs milled flat, and if you don't weld, take the head to your nearest tech school and have one of the more advanced welding students braze flanges to the stubs? Make one more flattening cut to the faces of the flanges, and you have a closed chamber head all ready for a home-brewed I.R. intake. Still nothing like as nice as the aluminum head, but at least it's low-buck, and doesn't look "factory-stock". :thumbdown:

I was thinking about doing a small-six head in this way, just for fun and maybe to sell, a while back. My pal with a machine shop "gave" me a head (year unknown) that was lying around. Unfortunately, I fooled around and the scrap-man saw it and thought it was for him, and "poof". So what year heads have the "best" combustion chambers (small chamber, big squishband, fixable ports)?

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Re: Flow testing the "log" heads

Post #16 by rocklord » Sat Jan 07, 2012 3:04 pm

Seattle Smitty, you just described what is possible with a 250 2V Australian head, which the CI alloy head is based on.
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Re: Flow testing the "log" heads

Post #17 by 30over200 » Sun Feb 12, 2012 12:46 am

So do you think it would be worth my time to take the d5 head i and have it milled down. Would it be that much better than the c8 that's on my maverick now
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Re: Flow testing the "log" heads

Post #18 by Anlushac11 » Wed Feb 29, 2012 6:12 pm

Porting the head, milling log for a Holley 2bbl adapter, and milling head to raise compression will all give noticeable improvements. Bigger valves depend on how much you want to spend. From reading on the forum instead of the engine falling flat on its face at 4500rpm it should now rev to 6000rpm.

The later head with the larger log is a improvement in itself.

My head is a D8 with the larger log. Top is milled for Holley 2300 series 350cfm 2bbl, I have exhaust port divider installed, head was surfaced IIRC .020" to true it. I will be running turbo so didnt want to raise compression. My head is not ported but does have the larger valves but I dont remember now if I went 1.75" or 1.80" on intakes. I did go 1.50" on exhaust.
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Re: Flow testing the "log" heads

Post #19 by MPGmustang » Wed Feb 29, 2012 6:45 pm

I wanted the 1.8 valves on my D8 head, but 1.75 is the largest that can fit other wise you have valve shrowding issues.
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Re: Flow testing the "log" heads

Post #20 by AzCoupe » Thu Mar 01, 2012 4:22 pm

We recently added 1.46" exhaust valves to our inventory. Not only are they easier to install, recent flow testing showed that the 1.46" valves actually flowed better than the 1.50" valves, but only if the shrouding issues are not addressed. Deshrouding the 1.50" valves also increases the CC's just a tad, so you need to keep that in mind if your shooting for a specific C/R. Basically, if you have a tight budget, the 1.75/1.46" combo is the best way to go.
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Re: Flow testing the "log" heads

Post #21 by xrwagon » Tue Aug 27, 2013 11:54 pm

any info on what my 67 XR Falcon will have as a head, its obviously small log, my motor is a 200, 7 main, 5 freeze plug motor, i dont have a tacho yet so dont know what she revs to, or a baseline HP at wheels, i am however racing it over the eighth mile in Warwick at the Six Banger Nats in September.
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Re: Flow testing the "log" heads

Post #22 by xrwagon » Fri Oct 04, 2013 9:37 pm

Has anyone ever flowed a log head that has had the log cut off?
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Re: Flow testing the "log" heads

Post #23 by turbo2256b » Fri Oct 04, 2013 10:07 pm

If i remove the head from my engine if TIMED RIGHT SHOULD BE ABLE TO FLOW IT. Its a 2nd from the smallest combustion chambe milled .063 pollished chambers, CC I ported 30 some yers ago, even the log was ported. Still has stock carb flange mabe workrf a bit for the 1 bbl to 2 bbl adapter. BTY engiine will wind well over 7K.

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Re: Flow testing the "log" heads

Post #24 by xctasy » Fri Oct 04, 2013 10:27 pm

xrwagon wrote:Has anyone ever flowed a log head that has had the log cut off?



Yes. But you'll be disapointed
The gain is no better than worked 2V and inferior to any alloy Classic Inlines on ported on intake. Power wise, the gains aren't really what you'd expect, although when turboed, they show a stellar gain on the early Classic Inlines turbo configuation, that's only because Kelly's car was in its infancy when dynoed.


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viewtopic.php?f=3&t=70720&p=542156#p542156


JGTurbo from Portland, Oregon.viewtopic.php?f=22&t=54242

http://i484.photobucket.com/albums/rr20 ... 9/Flow.jpg

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and fast64ranchero from Boise ID, viewtopic.php?f=22&t=52695


1975 250 head, 1.75 and 1.5 valves, mill'd head with my own hand made intake, and exh 168cfm @ .5 intake 128 cfm @ .5 exh. flow numbers



This compares with the 2V intake 1.649 to 1.75 and 2v exhaust 1.388 to 1.50 upgrades which with a general port cleanup give a flow gain of 170 cfm to 190 cfm on the intake side and from 110 cfm to 135 cfm on the exhaust side. Aussie 2V's have large valve guides and aren't that fantastic for exhast flow.


Read more: http://www.mustangandfords.com/techarti ... z2goSyvR9Y


Check also 73greenmachine, send him a PM, and do some chatting. He has had 200's, 250's, logs, modified logs and now a Classic Inlines 250. The whole time, he's used a flow bench to help him out.
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Re: Flow testing the "log" heads

Post #25 by xrwagon » Sat Oct 05, 2013 1:22 am

I just want to utilise what i have and when my new set up arrives soon i am trying to work out a suitable cam and converter to get the most out of the new breathing, will be an experiment unless i have specific info lol
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Re: Flow testing the "log" heads

Post #26 by xctasy » Sun Oct 06, 2013 12:50 am

Classic Inlines shows the progression from stock log to wild Alumin'YU'm. The two guys above above shows about 160 cfm at 28"H20 figures with a "sawz all log-ectomy". That's still plenty if your prepared to do the work... I know you can!

It will behave a lot like a 9 port Holden with triple SU's which could dyno at 210 to 254 hp if the right cam, carb and exhast tuning were done. See my June 2003 post Power Tricks:How the Aussies make 3.3 liters sixes haul a$$. Since your one, you'll get a lot out of it...

viewtopic.php?f=5&t=5554&p=38262&hilit=+how+aussies+build%2A+#p38262

Some others are added here in relation to the Log and Classic Inlines heads.

The 28"H20 figures with a progressive step up in cam lift to allow full power from the intake port cfm.

A good 2-bbl 500 on a 200 will flow 205 hp, cf Crosley's round body early 200 cube Falcon. That implies at least 133 cfm at 28"H20
A good 2-bbl 500 on a 250 with gas flowed log will make 141 cfm, cf 73greenmachine's 218 hp potential log
A good tri power 250 will flow 220 hp, cf FordSedan Delivery's Mustang 250. That implies at least 143 cfm at 28"H20. THe 10 cfm extea is in the better geometery of the triple carb fuel feeding.
A cut off log with 160 cfm will flow 245 hp, irrespective of engine capacity.
The 2V gas flowed will make 191 cfm cf 73greenmachine's 294 hp potential log

Then the Classic Inlines site shows what can be done with just 210 cfm, or 237 to 302 hp. By the text book, an unported CI head should make 322 hp easily if everything is matched. 351 hp ported, 354 hp theoretical.

Its all covered in the Aluminum Head Overview

http://www.classicinlines.com/AlumOverview.asp

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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Re: Flow testing the "log" heads

Post #27 by xrwagon » Sun Oct 06, 2013 6:42 am

thanks mate for the info, i spoke with a crossflow guy today his head flows 390, that is the apparent max so the classic inline head is doing very well when compared.
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Re: Flow testing the "log" heads

Post #28 by xctasy » Mon Oct 07, 2013 12:55 pm

xrwagon wrote:thanks mate for the info, i spoke with a crossflow guy today his head flows 390, that is the apparent max so the classic inline head is doing very well when compared.


Thats about the 254 to 257 cfm at 28 "H20 is what I've seen although there are reputed 275 cfm versions which flow 422 hp with gasoline and 597 hp with N20.https://www.facebook.com/media/set/?set ... 555&type=3
To cut an X-flow head to get 250 cfm plus, you have to have the templates or a flow bench, or find a supplier who says they can make those numbers, and then do independent testing to prove it.

I've gone over all the head flow figures for another project I've been consulting for a Kiwi building a special engine, and its not all about peak cfm at 550 or 600 thou lift and the biggest valves, but things like having the right port and chamber surface texture, good plug placement, short turn radius, paddle wheel mixture motion and finding the smallest port and intake runner capacity to do the job. Ported heads often are disasters with respect to surface texture, and they may make flow bench numbers, but loose out on the brake specific fuel consumption figures. Engines with exhast heating like our non cross flows aren't bad at all for street operation. http://www.wallaceracing, the Pontiac site, covers off the minimum Pipe Max sizes to make power, and Stan Wiess site accessed from Kelfords Camtech shows all the other calculations. The rest is just finding the right cam to suit the head flow and match that to the old Weber venturi sizing and maximum port sizing to ensure there are no f-ups. Having isolated runners gives you 5 to 10% more power, since the flow figures for cylinder heads don't always include the intake maniold, unless of course they are our beloved log heads.

Anyway, my closing statement is that Mike did the best job on the Classic Inlines aluminum head, and its got the right mix of mixture motion, port area, runner volume and valve size and plug placment to flow one third more air than the best cut-off log, and that ported 231 cfm at 28 H20 is just the start. Its like aero testing a carbody, you can spend 400 hours on any thing with a wind tunnel or flow bench, and a good technician, and you'll get solid gold improvements without any apparent visual differences. Any stock iron or alloy head casting Ford production ports will start off being at least 30% down on the Classic Inlines head at the same lift, and thats a potential 80 hp off the table right away.
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Re: Flow testing the "log" heads

Post #29 by turbo2256b » Mon Oct 07, 2013 8:34 pm

m yshop spent 6 months or so designing the Brodex 18X chevy head then sent the the program we developed for the port stages. Just finished a billet 4 valve head for a SBC a friend designed (we all worked togeather at Ford Advance Engine Design) it flowed 375 CFM at .5 lift after we did the port work.

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Re: Flow testing the "log" heads

Post #30 by xrwagon » Mon Oct 07, 2013 11:52 pm

Xctasy, i understand what you are saying, the alloy head is a great bit of gear, some of us cant afford it though, plus postage, the crossflow head as a comparison flowed 390hp and the car its in was 350 at treads aspirated, what i need to do to be able to work out a camshaft and converter as i want an auto is maybe how much more torque (if any) will a machined off log head make, so far i am basing on torque the best figures on the site which is just under 230 foot pounds for the best aspirated log head, this torque figure will help me determine if the stall converter i have is suitable. Apart from that i don’t know what i am doing lol. My goal for now is to run the machined off log head with triple SU’s with a freshly rebuilt bottom end, stronger rod bolts etc and a good balance job, head wise the head i am getting hasnt been decked but has larger springs, valves look stock size from the pics and unsure of porting, the rest of the machine work has been expertly done. Could have been done through Ford Australia as the custom built extractors have a Ford logo or for some reason was put there. Its a build tag.
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Re: Flow testing the "log" heads

Post #31 by CNC-Dude » Tue Oct 08, 2013 12:53 am

Hey xrwagon, just curious why you are choosing to start with a log head when the native crossflow is so abundant and the better choice for you.
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Re: Flow testing the "log" heads

Post #32 by xrwagon » Tue Oct 08, 2013 3:15 am

My car is a 67 XR wagon with 200 super pursuit drivetrain, i am keeping it original but modified as its all numbers matching. If i was chasing a number my friends later XW wagon has a turbo falcon FG six in it, 680 rwhp, my other friend is under contract doing FG turbo six’s his base tunes are 800 at the tyre’s, however i want to see what i can do within the guidelines of my original six, i like it.
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Re: Flow testing the "log" heads

Post #33 by CNC-Dude » Tue Oct 08, 2013 3:24 am

Ok, makes sense. Just wondering.
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xrwagon
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Re: Flow testing the "log" heads

Post #34 by xrwagon » Tue Oct 08, 2013 5:40 am

I did the same thing when i had my 67 Mini Deluxe, had the 998 engine all numbers matching, well that engine became a David Vizard 1215cc stroker with almost 70 at the tyres!! Was a scary little thing to drive.
1967 XR Wagon Super Pursuit 1968 200/221 Head, Steel Shim headgasket/3spd Man/75 series Borg/Hi-Tech Headers/2.5 Collector 2.25 Hooker Aeroflow dumped at diff. PB 11.74 over Eighth 1/8 Mile

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Re: Flow testing the "log" heads

Post #35 by xctasy » Tue Oct 08, 2013 3:30 pm

The best you can expect is 1.39 lb-ft per cube, or 286 lb-ft for well sorted 60 thou over 206 cube engine . That's a David Vizard maxim for a well sorted A series verses the worst a BDA Escort can do. A good Ferrari or Lamborghinie 4 liter will do that with port or port carbuartion, and our overhead valve technology is a lot better than Quad cam two vlave per cylinder technology from the late 60's and early 70's. Specfic out puts of NASCAR engines are way better than any Ferrari or Lamborghini V12 of the pre quattrovale era, and similar with the BMW M1 engines.

I think you'll do quite well with 160 cfm of intake flow, and you'll most likely get better than that if you can affort some flow bench work.

The project sounds like a heap of fun.

You can stroke the block to alomost 221 cubes if you use the old fashioned Grey Motor Twin Cam Waggot deck spacer. They used to put a plate on the block to raise the deck height to allow a longer rods and a stroker crank. A little XT5 H****** crank would be perfect or 221 Ford crank with Holden or Toyota rods would give the 200 a few more horses and better rods if you were able to sort the machining. Lots to consider, but it lookes like your on the right track!
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Re: Flow testing the "log" heads

Post #36 by xrwagon » Tue Oct 08, 2013 9:08 pm

Thats what i was after a attainable torque figure, didn’t know that about the waggot grey motor head, i know some guys have used BMW rods in Holden six’s etc, also one guy over here was twisting holden six blocks using boost and a transbraked glide on a turbo six, he went to custom sleeves, its all about using what you have and developing it, thats what i am about, my friends turbo FG wagon has a power number and thats it, and will probably be a disappointing number over the quarter as its not all developed as a package. Thats 680 at the tyres ford six. Will keep you all posted.
1967 XR Wagon Super Pursuit 1968 200/221 Head, Steel Shim headgasket/3spd Man/75 series Borg/Hi-Tech Headers/2.5 Collector 2.25 Hooker Aeroflow dumped at diff. PB 11.74 over Eighth 1/8 Mile

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Re: Flow testing the "log" heads

Post #37 by xctasy » Wed Oct 09, 2013 12:34 am

Cool, do that. This is a log that can't be left unturned. When Aussies start backyard building old sixes, funny things happen. You have Foster, Waggot, Phil Irving, Jack Brabham and Chamerlin Brother moments...

This viewtopic.php?f=13&t=51246

and this viewtopic.php?f=13&t=6557
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Re: Flow testing the "log" heads

Post #38 by turbo2256b » Wed Oct 09, 2013 12:50 am

If I machined the log off would probably go with 6 CV motor cycle carbs.

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Re: Flow testing the "log" heads

Post #39 by xrwagon » Wed Oct 09, 2013 1:39 am

the alloy manifold that is coming with the log head i am waiting on has a triple su’s 1 3/4qtrs, i looked at changing the carbs depending on condition to the mikuni’s x 3, if i had my way i would have 6 amal’s or 6 seperate injection manifold, maybe a old Hilborn mech set up changed to efi, but would cost some bucks. Post up pics when all my stuff arrives, getting ready to fill the cart on Classic Inlines site
1967 XR Wagon Super Pursuit 1968 200/221 Head, Steel Shim headgasket/3spd Man/75 series Borg/Hi-Tech Headers/2.5 Collector 2.25 Hooker Aeroflow dumped at diff. PB 11.74 over Eighth 1/8 Mile

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Re: Flow testing the "log" heads

Post #40 by Soldmy66 » Wed Oct 09, 2013 10:22 am

I am sure this has been covered before (and, no, I did not look), but someone may know of other inline six engines having similar enough port spacing to allow use of that other engine's intake manifold, once the log has been milled off.

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Re: Flow testing the "log" heads

Post #41 by CNC-Dude » Wed Oct 09, 2013 12:29 pm

An application specific EFI intake is already being discussed. It will feature a front mount TB, and will be similar in design to other performance based intakes on the market for other inline engines. 3D modelling is currently underway. Since the removal of the log is such a unique modification, there is no established flange bolt pattern or consistent thoughts yet that could make this a production part, so anyone feeling froggy to jump in and help provide that data can speed this along nicely. HINT, HINT.....
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Re: Flow testing the "log" heads

Post #42 by Soldmy66 » Wed Oct 09, 2013 12:34 pm

CNC-Dude wrote:An application specific EFI intake is already being discussed. It will feature a front mount TB, and will be similar in design to other performance based intakes on the market for other inline engines. 3D modelling is currently underway. Since the removal of the log is such a unique modification, there is no established flange bolt pattern or consistent thoughts yet that could make this a production part, so anyone feeling froggy to jump in and help provide that data can speed this along nicely. HINT, HINT.....


I can't wait to see it.

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Re: Flow testing the "log" heads

Post #43 by xrwagon » Wed Oct 09, 2013 6:41 pm

The flange on the head i am waiting on bolts to what looks like a old Lynx manifold, Aussie made and long discontinued, thats why if viable i can reproduce the flange and manifold, the new flange could be a laser cut one and new manifolds poured to keep costs down, i need to figure whether the flange will bolt up a triple webber manifold or be changed to, then hopefully a kit can be offered once i have it all going and do some testing and crunch the numbers i will have a better idea but its in its infancy.
1967 XR Wagon Super Pursuit 1968 200/221 Head, Steel Shim headgasket/3spd Man/75 series Borg/Hi-Tech Headers/2.5 Collector 2.25 Hooker Aeroflow dumped at diff. PB 11.74 over Eighth 1/8 Mile

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Re: Flow testing the "log" heads

Post #44 by chad » Sat Oct 12, 2013 10:15 pm

"...will bolt up a triple webber manifold..."
the one Offenhauser offers for this engine is not usable?
"Big thing is only make one change at a time. Change 2 or more things at a time it becomes difficult to figure which change helped or hurt" turbo2256b » 1/16/2017
Chad - '70 LUEB on '77 frame (i.e. PS, D44, trapezoidal BB 9", 4.11), 250, NV 3550 & DSII to B transplanted, "T" D20/PTO, 2" SL, 1" BL, 4 discs, 33"X15", etc. Seeking: Hydraulic gear motor for Koenig pto. chrlsful@aol.com (413) 259-1749

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Re: Flow testing the "log" heads

Post #45 by xrwagon » Sun Oct 13, 2013 5:24 am

i dont think so Chad, will have to wait, it should all arrive late this week.
1967 XR Wagon Super Pursuit 1968 200/221 Head, Steel Shim headgasket/3spd Man/75 series Borg/Hi-Tech Headers/2.5 Collector 2.25 Hooker Aeroflow dumped at diff. PB 11.74 over Eighth 1/8 Mile

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radicalizin the log

Post #46 by chad » Sun Oct 13, 2013 11:22 pm

"...should all arrive late this week..."
Thanks mate, but is it the 1 we talked bout back channel, or an "Offie"?

Time to move this thread off the current one?
"Big thing is only make one change at a time. Change 2 or more things at a time it becomes difficult to figure which change helped or hurt" turbo2256b » 1/16/2017
Chad - '70 LUEB on '77 frame (i.e. PS, D44, trapezoidal BB 9", 4.11), 250, NV 3550 & DSII to B transplanted, "T" D20/PTO, 2" SL, 1" BL, 4 discs, 33"X15", etc. Seeking: Hydraulic gear motor for Koenig pto. chrlsful@aol.com (413) 259-1749

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Re: Flow testing the "log" heads

Post #47 by xrwagon » Mon Oct 14, 2013 12:03 am

the one we spoke about, def not an offy
1967 XR Wagon Super Pursuit 1968 200/221 Head, Steel Shim headgasket/3spd Man/75 series Borg/Hi-Tech Headers/2.5 Collector 2.25 Hooker Aeroflow dumped at diff. PB 11.74 over Eighth 1/8 Mile

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Re: Flow testing the "log" heads

Post #48 by chad » Mon Oct 14, 2013 10:32 am

U get the whole motor or just the head?
Hey, reply to my email:

chrlsful@aol.com.

wanna keep this thread Mike's set up as clean as possible...
Thanks,
"Big thing is only make one change at a time. Change 2 or more things at a time it becomes difficult to figure which change helped or hurt" turbo2256b » 1/16/2017
Chad - '70 LUEB on '77 frame (i.e. PS, D44, trapezoidal BB 9", 4.11), 250, NV 3550 & DSII to B transplanted, "T" D20/PTO, 2" SL, 1" BL, 4 discs, 33"X15", etc. Seeking: Hydraulic gear motor for Koenig pto. chrlsful@aol.com (413) 259-1749

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