Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

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guhfluh
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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #151 by guhfluh » Sun May 20, 2018 1:13 pm

Great news and update as always!

The only thing that comes to mind if not offered complete, is still machined for clearance to achieve the valve lifts needed and maybe positive seals while there.
1967 F-250 Crew Cab 2wd, 300 6cyl, T-170/RTS/TOD 4-speed overdrive
240 head, Offy C, EFI exhaust manifolds, Comp 268H, mandrel 2.5-3" exhaust, Edelbrock 500, Pertronix ignitor and coil, recurved dizzy. 200whp/300wtq

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #152 by WorldChampGramp » Sun May 20, 2018 2:35 pm

guhfluh wrote:Great news and update as always!

The only thing that comes to mind if not offered complete, is still machined for clearance to achieve the valve lifts needed and maybe positive seals while there.


Guhfluh: Yes on the valve lift with an out of the box target of .550 max for the as received #1U head that will also have "umbrella" style positive seal macinining. Great question the kind of input we welcome and strongly consider moving forward. More to come stay tuned. BTW your '66 crew cab summary sounds like the build this #1U head is targeted toward. Bruce

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #153 by pmuller9 » Tue May 22, 2018 11:32 am

This is an update from World Champ Gramp

Valves pictured are 1.6 aftermarket SS ex and stock ford 1.78 intake. We did not take a pic of the 1.94 valve in place although we have flowed the 1.78 and the 1.94 back to back with better overall results using the 1.78 valve [even with the chamber laid back as you see in the picture]. That finding alone encourages us to pursue the use of an “in-between size” which luckily happens to be the popular 305 small block Z28 intake which is 1.84 out of the box.


Image

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #154 by Wesman07 » Tue May 22, 2018 2:10 pm

Interesting find! :thumbup:
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86 f150 300 efi with advanced stock cam. Np435, Dana 60/ 10.25, 35" BFG's, four link front suspension with 12" travel fox coil overs, custom deaver leaf pack in the rear.

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #155 by WorldChampGramp » Tue May 22, 2018 4:06 pm

One more point for consideration, the scribe lines in the pic above are from mounting the head on a a std 4.00 bore 300 block then scribed with block upside down on an engine stand (from the bottom). Gramps

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #156 by WorldChampGramp » Sun May 27, 2018 8:32 pm

I will try to give you updates on a weekly basis from now on.
I have the pleasure of hosting PMuller9 for the week and we jointly will continue with all three projects utilizing Paul's skill sets for guidance. Anyone that wants to pm Paul with a thank you I personally think that gesture would be very well received. Sectioning of the u-flow heads has begun and we will be posting cross section pics to the forum. Although this is an expensive route to take [when you destroy a perfectly good head] “for the cause” in my opinion the benefits to Forum members and our cylinder head porter + CNC machinist outweighs the cost. We are pursuing other metal cutting sources locally as we cannot section these heads in a horizontal “sandwich” orientation in-house. We now have our own ultrasonic thickness gauge for confirmation of what is possible in the porting arena and affirmation of the purported extra wall and deck thickness of the New 300 Offshore heart shape chamber heads. Stay tuned more to come and keep the SUGGESTIONS coming our way we cannot plan for everything that should be considered as we move forward. Bruce aka Gramps

P.S. A link has been created for Forum members who wish to help with this on-going effort via financial support and to assist confidentially with any size donation
https://paypal.me/pools/campaign/109278162877508656
Last edited by WorldChampGramp on Thu May 31, 2018 6:55 am, edited 1 time in total.

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #157 by Josh Jones » Wed May 30, 2018 1:01 pm

I very interested in helping with the project as you might know. I have to find some time to read this thread completely. (I don't have much time to read on the forums, only during lunch or non-work hours.)
1984, Ford, F150, 4x4, Rc, SB, 4.9 L6 Engine, Np435 Transmission, Np208F Transfer Case, "Little Red"
1994, Ford, F150, 4x4, RC, SB, 521cu BBF Engine, C6 transmission, Cyclone 10" Billet Quick Change Gear Box. "Honey Bunny"

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #158 by chromehorn » Wed May 30, 2018 8:09 pm

I’ve been looking for an option to a V8 engine swap for my 96 F150, and this is the news I’ve been waiting for. I love inline 6 engines, and want to keep mine in place. Just because. :wink:

What I’d like to know is whether or not either of the U-Flow heads would be usable with the MAF OBD-2 EFI 300 in my truck? If it’s not worth the trouble to keep the factory EFI intake or the improvement in performance would be limited, then I’ll just take the path of purchasing a donor carbed 300 and build it from there. If the carbureted route is the way to go, are their specific years of carbed 300’s that would make a better donor engine?

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #159 by Wesman07 » Wed May 30, 2018 10:25 pm

chromehorn wrote:I’ve been looking for an option to a V8 engine swap for my 96 F150, and this is the news I’ve been waiting for. I love inline 6 engines, and want to keep mine in place. Just because. :wink:

What I’d like to know is whether or not either of the U-Flow heads would be usable with the MAF OBD-2 EFI 300 in my truck? If it’s not worth the trouble to keep the factory EFI intake or the improvement in performance would be limited, then I’ll just take the path of purchasing a donor carbed 300 and build it from there. If the carbureted route is the way to go, are their specific years of carbed 300’s that would make a better donor engine?


The CNC ported U-flow Head will be almost identical to the head you have now, except it will be capable of making much more power.

It is likely your MAF OBD2 system will max out at a certain rpm and will run lean. When and where that is, I can’t say. The carburetor route is the cheapest and simplest solution.
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86 f150 300 efi with advanced stock cam. Np435, Dana 60/ 10.25, 35" BFG's, four link front suspension with 12" travel fox coil overs, custom deaver leaf pack in the rear.

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #160 by WorldChampGramp » Thu May 31, 2018 6:54 am

Josh, Chromehorn & Wesman:

I will speak to PMuller9 in person today as he is here in rainy Florida with me. Paul really knows just what most efi systems are capable of and will probably be able to add valuable input for all to use. When we were at "the shop" last night Paul & Al (the machinist) were discussing throttle body options as they apply to all (3) of the street/strip, max flow U & cross flow aluminum cylinder head projects we are aggressively working on. Bruce :beer:

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #161 by chromehorn » Thu May 31, 2018 7:35 am

Thanks Gramps for the updates and for asking about these specific things for us. I look forward to your response. Excited about finally getting to take this project of mine in the direction I’ve always wanted it to go.

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #162 by arse_sidewards » Thu May 31, 2018 9:11 am

Wesman07 wrote:
chromehorn wrote:It is likely your MAF OBD2 system will max out at a certain rpm and will run lean. When and where that is, I can’t say. The carburetor route is the cheapest and simplest solution.


Thanks to a few decades of people slapping turbos on things there's a whole book full of tricks we can throw at MAF based systems to get them to play nice with extra air flow (at the expense of a slight loss in accuracy).

If you run two MAFs (only plug one in) and double the fuel injector size you'll at the very least get something that runs and drives. In years past that was the typical solution for the people who can afford a china-charger and the plumbing but can't afford all the other little details (like a proper tune). For more mild increases in airflow people would buy a bigger MAF (of a particular size) and up fuel pressure to increase fuel flow in proportion to air flow. Most of that stuff has fallen by the wayside now that aftermarket ECUs have gotten much better and come down in price, modifying OEM tunes has become more mainstream and a lot of the people who used to use cheap turbos now swap LSs into things.

That said, tricks that alter the amount of air/fuel the ECU knows about are still limited by the OEM fuel and ignition maps. The more you alter the combustion characteristics of the engine (different chamber design, different cam event timing, compression ratio, etc.) the less accurate/applicable they become and at some point (where that point is depends on where you draw the line for "good enough") you're gonna need to do something else. The turbo guys would find this out because (surprise, surprise) the fuel ratio and ignition timing that's appropriate for a given situation depends greatly on intake air pressure (after all, 7.35lb boost isn't much different than +0.5 compression as far as the gasoline and oxygen care).

I have most of the '95 MAF parts lying around. If I had a '95 ECU or a complete '96 setup (or came across either at a "I should buy this while I can" price) I'd probably plan on doing the two MAF hack with swapping to a carb as the standby solution if that doesn't work well enough. If I had the parts would have to try it at least once out of curiosity.

IMO this is all irrelevant though. If you're spending north of $1k on a head you should spend the $$ to do it right. A 4bbl intake and an aftermarket TBI is a big chunk of change but still not that expensive relative to the head, valve-train, came, etc, you'd do at the same time and has the benefit of the fact that it "just works."
1994 F150 4x4 8ft EEC-IV
-460 rocker arm Guinea Pig: 3rd world quality "file to fit" machining

-exhaust leak that sounds like a bucket of playing cards being fed into the radiator fan
-66" leafs ('11 Superduty), extended radius arms.

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #163 by Josh Jones » Thu May 31, 2018 7:09 pm

When I bought my new casting cylinder head I bought it without a valvejob. (I’ve never bought a head with a valve job actually) I always let my machine shop do the valves. I’ve seen some horrible valve jobs and questionable valvesprings come with “assembled” heads. Besides hardly ever are the springs correct for the camshaft. Not to mention setting your install height.

The AJE heads interest me. Are those heads still around, will they widdle a set out for you?
1984, Ford, F150, 4x4, Rc, SB, 4.9 L6 Engine, Np435 Transmission, Np208F Transfer Case, "Little Red"
1994, Ford, F150, 4x4, RC, SB, 521cu BBF Engine, C6 transmission, Cyclone 10" Billet Quick Change Gear Box. "Honey Bunny"

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #164 by WorldChampGramp » Fri Jun 01, 2018 8:50 am

JOSH: Not familiar with the acronym AJE please explain.

Josh et.al:
Elsewhere in this post and in the Forum there are very good discussions on the various Ford heads that were produced between 1965 & 1996 which I like to group into (4) categories.

Early 240 ‘65-67 with 68 CC’s which are like hens teeth to find. Early 300 heads ‘65-71 were in the ’72 CC arena and none of these early 240/300 heads had the thermactor emission “air holes”. Due to Henry Ford’s corporate edict in late 1971 “we are going to concentrate on lowering emissions and are officially disbanding ALL MOTORSPORTS activity within the company Corporate-wide” which effected not only me personally but 100’s of other very dedicated people who had to scramble to find a new job somewhere else in the company or leave the company Ford.

DUE to this shocking development engine configurations and even model year [running changes] for almost every engine series Ford produced, began in all 1972-1974 model year engines and included lowering the static compression ratio of the 240/300 Inline Six’s. Here is an example right out of a 1974 Ford specification manual I have in my possession. These Ford spec’s peg the 1974 240 chamber as 73.0-76.0CC’s and the 300 as 76.0-79.0 Cc’s. Wirth repeating- beginning with the 1973 model year both 240/300 heads had the “air holes” pumping fresh air into the exhaust port to lower exhaust emissions.

In our possession, as part of our u-head development program, we have 1-unported 1965 240 68cc head, 1-unported 1972 300 head casting # D2DE-BA, 1-unported 1987 300 efi heart shaped chamber head. We have also purchased (2) of the New “Chinese heads” thru EngineQuest which are available in three versions. #1 part # CH300-A bare head with Smog Holes and exhaust seats, #2 CH300-AA assembled head –valves, springs, retainers-AND Smog holes. #3 CH300B, unassembled, NO smog holes BUT no intake or exhaust seats. However ALL the valve pockets have been machined for seat inserts which is NOT a user- friendly offering IMO.
:D Got a plane to catch, more later. Gramps

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #165 by Josh Jones » Fri Jun 01, 2018 9:13 am

The 240 engine I picked up for my race engine build has the C8AE-D cylinder head. The engine appears to have never been rebuilt.
There is some numbers stamped into the front of the block that look too straight to be non-factory yet out of place.
They are right below the cylinder head “9K23X” and at a angle. I’m sure it’s nothing, just odd.
1984, Ford, F150, 4x4, Rc, SB, 4.9 L6 Engine, Np435 Transmission, Np208F Transfer Case, "Little Red"
1994, Ford, F150, 4x4, RC, SB, 521cu BBF Engine, C6 transmission, Cyclone 10" Billet Quick Change Gear Box. "Honey Bunny"

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #166 by bubba22349 » Fri Jun 01, 2018 9:23 am

Those numbers resemble the casting date code that usually tell the exact date the casting was made at the Ford foundry I haven’t seen the x though. Check the rest of the casting of your 240 head for the date code to see if there is much of a difference. It will look like 3 or 4 numbers and a letter resembles a metal tag in the casting with a screw head on each end. Good luck :thumbup: :nod:
A bad day Drag Racing is still better than a good day at work!

I am still hunting for a project car to build but with my current low budget it's not looking so good. My Ex- Fleet of Sixes these are all long gone! :bang: 1954 Customline 223 3 speed with O/D, 1963 Fairlane project drag car with BB6, 1977 Maverick 250 with C4, 1994 F-150 a 300 with 5 speed.

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #167 by pmuller9 » Fri Jun 01, 2018 10:03 am

Josh Jones wrote:The AJE heads interest me. Are those heads still around, will they widdle a set out for you?

The AJE heads were billet without water passages for drag racing only.
They were also near $10,000.

Earlier in this thread is discussed a new aluminum cross flow head that will be offered.
It will have an "out of the box" port flow of 100 cfm more than the best ported iron "U" head.

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #168 by Josh Jones » Fri Jun 01, 2018 1:02 pm

Yes, I was wondering about the Alan Johnson heads that were made in the 90's. Didn't know if someone was still selling them for a luxury price or they have all been lost over the years.

Speaking of billet cylinder heads. Have you checked into having the heads 3D printed? I have been attempting to learn about Additive manufacturing. The length of the head would be close to max capacity for the job shops that do one off work. Heck you could probably have prototype heads ran in a plastic. I have been trying to find a shop that is easy to work with. I have a couple of transmission parts I have been wanting made.
1984, Ford, F150, 4x4, Rc, SB, 4.9 L6 Engine, Np435 Transmission, Np208F Transfer Case, "Little Red"
1994, Ford, F150, 4x4, RC, SB, 521cu BBF Engine, C6 transmission, Cyclone 10" Billet Quick Change Gear Box. "Honey Bunny"

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #169 by pmuller9 » Sun Jun 03, 2018 2:36 pm

Ford EFI head sections.
Not the EQ Chinese head.
Click on picture for zoom feature.

Image

Image

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #170 by Wesman07 » Sun Jun 03, 2018 7:36 pm

Very nice. It doesn’t look like there is much material to remove. Is that after some port work?
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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #171 by pmuller9 » Sun Jun 03, 2018 9:21 pm

Wesman07 wrote:Very nice. It doesn’t look like there is much material to remove. Is that after some port work?

No port work. Straight off the engine to the cut-off saw.

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #172 by sandboxer » Sun Jun 03, 2018 9:49 pm

Thanks for the effort. I see opportunity on the long side radius on both intake and exhaust. I think a reshaping of the chamber to the scribe line will allow for higher lift flow and a directed flow away from the shrouded sides.
Just a guess...

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #173 by WorldChampGramp » Mon Jun 04, 2018 11:48 am

sandboxer wrote:Thanks for the effort. I see opportunity on the long side radius on both intake and exhaust. I think a reshaping of the chamber to the scribe line will allow for higher lift flow and a directed flow away from the shrouded sides.
Just a guess...


Correct and spot on. For calrification the two pics posted above are actually a single section cutout with one complete chamber and 1/2 intake and exaust on each end. If you look closely at the exhaust pic you can see a black line marked to indicate where the next and final "sandwich cut" will be made to assist in the porting efoort to maximize the throat area below the seat. Should have this cut made today if Amazon delivers the new 150" hook tooth bandsaw blade on time. On the light side I transported this vertical section in my checked bag last Friday from Ft Myers to Detroit, i am sure TSA had fun with that decision. Bruce

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #174 by WorldChampGramp » Mon Jun 04, 2018 11:55 am

sandboxer wrote:Thanks for the effort. I see opportunity on the long side radius on both intake and exhaust. I think a reshaping of the chamber to the scribe line will allow for higher lift flow and a directed flow away from the shrouded sides.
Just a guess...


Correct and spot on. For calrification the two pics posted above are actually a single section cutout with one complete chamber and 1/2 intake and exaust on each end. If you look closely at the exhaust pic you can see a black line marked to indicate where the next and final "sandwich cut" will be made to assist in the porting efoort to maximize the throat area below the seat. Should have this cut made today if Amazon delivers the new 150" hook tooth bandsaw blade on time. On the light side I transported this vertical section in my checked bag last Friday from Ft Myers to Detroit, i am sure TSA had fun with that decision. A friendly reminder anyone wishing to help out can click on this PayPal donation link https://www.paypal.com/pools/c/84uHkZRpXq $5 or $10 here and there adds up and we need all the financial support we can get. Gramps

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #175 by WorldChampGramp » Thu Jun 21, 2018 8:52 pm

Project Update from Bruce.

Finally we are documenting some quantifiable flow numbers for our 1ST u-flow street/strip head. We have settled on a semi-final intake port design that has a very respectable 215-220 cfm maximum flow at .600 valve lift. Several more prototype intake ports are being evaluated that will maintain this upper end flow and also improve the very important off-seat to the .300 lift flow. In my opinion and with the knowledge and approval of Paul Muller these Very Important attributes such as torque building lower rpm performance have always been one of our prioritized program objectives. This weekend we will also have combustion chamber volume cc numbers of the street/strip finished product for static compression ratio calculations.
My Personal thanks to some very thoughtful Forum Members who have recently made much needed donations via the following link https://paypal.me/pools/campaign/109278162877508656
EXCITING NEWS>> The program committee has decided to announce a rather unique “thank you” to all those who contribute thru this PayPal program process. You will be contacted individually and invited to view [LIVE Dynamometer Sessions] via closed circuit internet on an invitation only basisvia a link supplied using the forum pm notification process. We anticipate a total of 30-40 hours of well-planned in advance dyno sessions, to ferret out all the multiple engine configurations & combinations we believe necessary for these THREE unique (2) new u-flow and (1) cross flow cyl hd offerings.
PLEASE submit any and all finished product content ideas that you deem important as we cannot think of everything. :idea: :nod:

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #176 by Sick6Turbo » Sun Jul 01, 2018 11:35 am

Awesome work! To have that kind of flow with the u head architecture and not have to worry about thin ported walls especially in boosted applications is priceless. Now the 300 will be able to run with a stock 351w the whole distance...not just off the line...and better mpg.

Recently porting a 240 head, I was only comfortable (core shift) opening up the throat area to 85% of a 1.78 intake valve. So to me, the 1.84 intake valve for the new u head makes sense given the confined architecture.

Again, great work guys, thank you for your tireless efforts.
Dale
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Stock EFI bottom end, mild port carb head
12.44@106 1/4 mile in 2015

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #177 by pmuller9 » Sun Jul 01, 2018 12:37 pm

Intake valve seats being cut for 1.84" intake valve.
Exhaust valve seats installed for 1.60" exhaust valve.
Image

Chamber volume at 64cc before any un-shrouding.
Image

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #178 by jjona5 » Thu Jul 12, 2018 12:03 am

How close are you to getting your goal? I went to the page but it just had a total hoping for number. Any chance you might want to do a gofundme?

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #179 by sandboxer » Thu Jul 12, 2018 1:25 am

I have 4 engines that need heads for hot rods to be built. Watching closely.

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #180 by WorldChampGramp » Thu Jul 12, 2018 12:38 pm

jjona5 wrote:How close are you to getting your goal? I went to the page but it just had a total hoping for number. Any chance you might want to do a gofundme?


Great Question jjona5

Someone recently criticized the absence of this Public View running total and after a quick consult with our Development team, everyone agreed WE have nothing to hide and believe in FULL transparency. Subsequently, I logged-in the back end, changed the default preference attempting to display ONLY the actual amount collected as a running total on the Public View home page. Unfortunately, Pay Pal has an intended restriction in their design template software probably because the primary purpose of these individual funding efforts are supposed to be raising money/ contributions from Family & Friends; NOT intended for business related efforts. After several attempts at changing these preferences using multiple or single choices I concluded can’t be done without also showing donors personal comments for Public view. You will probably be somewhat disappointed, as I and other team members are, that we have only managed to raise a total of $360 to date. A total of 6 individual donations 1 of which is a neighbor and close friend the other 5 are Forum member contributions.

I like your suggestion about creating a Gofundme platform as this may accelerate the much needed capital to proceed without additional personal hardship. Currently, I am about 6K in the tub as of this past weekend and faced with how to fund the cost of more parts & pieces so we can continue on an interrupted basis. I get most of the development hands on work N/C as well as the use of this surperb facility N/C. Everything else, I have been funding myself. :bang: ANYONE please PM me if you have direct experience with a gofundme or similar venues as these alternatives may be a more logical way to help fund our exciting odyssey. Help me find that finish line please. Bruce

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #181 by WorldChampGramp » Thu Jul 12, 2018 1:27 pm

sandboxer wrote:I have 4 engines that need heads for hot rods to be built. Watching closely.


Sandboxer: "I knew your name rang a bell" so for the benefit of all, I thought I would repost our back and forth from the previous encounter lat January as follows:

Re: EBay forged pistons
Post #41 by WorldChampGramp » Mon Jan 29, 2018 4:30 am
Sandboxer: I am curious as to exactly what your plans are for sectioning the LS head. I assume U R going to make the head a 3-piece TIG stitched cross flow by using a total of (2) production heads? Cutting one down the middle and using both of these 2-chamber end pieces then cutting a center 2-chamber section from the other head. Is that a fair assumption? Sorry for being so anal with my inquiry BUT you and others may be interested in the fact that I am "newly rejuvenated" with my current Preparation H 2 engine build and also have an LS3 sectioned alternative in the works right here Sunny Ft Myers. BTW serendipitously I spoke to John Kasse a few weeks back as he and I had a fairly strong relationship some 40+ years ago. My discussion was about cylinder head flow and the “velocity vane” principal in the intake port to resolve some of the low flow intake problem many are plagued with regardless of the corporate brand. I would be glad to call John again and get you a definitive answer from “The Kazz” which I will gladly share with all. Happy stitching TIG sure beats the old furnace brazing problems I had to face when making my 6-piece 351C heavyweights in the mid 70’s. Bruce

Re: EBay forged pistons
#42 by sandboxer » Mon Jan 29, 2018 11:25 am
Thanks for the update Bruce! I'm hoping to use this head to 3D scan it, use the computer scan to create a pattern that will be used to cast numerous heads. I would like to test it first, and that means using the composite head, whether it's TIG or braze joined. I would like the head to not leak around the water jackets, so I'm not sure whether this is readily achievable. I'm trying to see whether vacuum brazing is an option.
It's very exciting to hear about the Preparation H revival. I wish I was a neighbor. You would have all the volunteer hours required. Any and all insights are welcome.
Cheers
Chris

Now let me answer your current post statement today 7/12/18
sandboxer wrote:I have 4 engines that need heads for hot rods to be built. Watching closely.


WE can and will supply you with any of our (3) head types when they are ready for production from our prototyping/Dyno program. If you wish to prioritize an order for 1 or more S/S (Street/Strip heads) that will be ready for final production within the next 45-60days. Please PM me and I will give you the skinny. Thanks again for your interest and rest assured your confidence in our ability to perform will be rewarded much like the lucky collector that finds a near perfect Stradivarius LOL bet none else catches that analogy but you. Cheers Also Bruce :idea:

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #182 by CNC-Dude » Sun Jul 15, 2018 9:38 pm

WorldChampGramp wrote: You will probably be somewhat disappointed, as I and other team members are, that we have only managed to raise a total of $360 to date. A total of 6 individual donations 1 of which is a neighbor and close friend the other 5 are Forum member contributions.

Currently, I am about 6K in the tub as of this past weekend and faced with how to fund the cost of more parts & pieces so we can continue on an interrupted basis. Bruce


Wait till you get about $60K-$70K invested like some of the rest of us and you still only get about 6 sales a year! You went to sleep in 1978 and woke up 40 years latter still thinking your were in 1978. The inline performance market is almost non-existent now compared to back then, so you are only going to be further disappointed the longer you stay in it. All this looks fancy and excites a lot of people, but not to the point of actually wanting to do it theirself. Most of these enthusiasts with the big Ford 6's have a hard time spending $200 or $300 on a complete rebuild, so good luck getting them to spend 2 or 3 times that just for a head.

Plus, the flowbench means nothing, you wont likely get any takers until you actually put something together and prove its reliability on the street after several years of wear and tear. I approached my good friend several years ago that was the editor of Hot Rod Magazine at that time about a series of dyno tests we were doing on Inliners. I wanted him to do a story(I was writing it)about our Chevy cylinder heads and he said in a polite way, Scott, don't waste my time giving me useless flowbench data unless you have some HP numbers to show my readers what that even means. In the real hot rod world today, flowbench numbers are useless without dyno numbers to take it to the next level. That's how far we've come since 1978, and we've also exceeded where you are now with what your doing with billet heads being available, but again, there is no market for that for the street guy as you are seeing with your 6 donations after how long now....3 or 4 months. That should tell you plenty right there.
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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #183 by Sick6Turbo » Sun Jul 15, 2018 11:05 pm

Bruce, Wes, Paul, I can't tell you how excited I am about the work on the heads that you are doing. I have a customer that I am currently building a 500hp turbo 300 for, he passed on a twin turbo bbf for the coolness factor of a 6. Another customer (who's BBF N2O truck is in my shop now) has been hounding me forever about a 600+hp 6. Now that can become a reality. I see the potential for possibly 3 X heads coming my way....one for my 38 Ford of course.

Everywhere I go, everything I do that is performance Ford inline has taken off. My 300 inline Youtube vids get 10 fold the views as other turbo builds, and the same with forum threads. People have actually been willing to drive to me from another state to go for a ride in the sleeper! At the race track there are tons of hot mustangs, 8 second cars etc...guess who had a the crowd around him when after the first blast down the track with the sleeper??? Car shows are the same thing, the stuck up people are wondering why everyone is hovering around and old rusty Ford truck, while they are the only one by there "show car" lol.

Performance 300-6 Fords are hotter than the Florida sun, now more that ever. And not just in my area. Youtube and forums are worldwide and I have ongoing contact with people in Canada and Australia that are building inlines.

Keep up the great work, and I will keep donating. Together we can make this dream a reality.
Dale
79 F-100 turbocharged 300 rear mount 20 psi
Stock EFI bottom end, mild port carb head
12.44@106 1/4 mile in 2015

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #184 by WorldChampGramp » Mon Jul 16, 2018 10:56 am

Sick6Turbo wrote:Bruce, Wes, Paul, I can't tell you how excited I am about the work on the heads that you are doing. I have a customer that I am currently building a 500hp turbo 300 for, he passed on a twin turbo bbf for the coolness factor of a 6. Another customer (who's BBF N2O truck is in my shop now) has been hounding me forever about a 600+hp 6. Now that can become a reality. I see the potential for possibly 3 X heads coming my way....one for my 38 Ford of course.

Everywhere I go, everything I do that is performance Ford inline has taken off. My 300 inline Youtube vids get 10 fold the views as other turbo builds, and the same with forum threads. People have actually been willing to drive to me from another state to go for a ride in the sleeper! At the race track there are tons of hot mustangs, 8 second cars etc...guess who had a the crowd around him when after the first blast down the track with the sleeper??? Car shows are the same thing, the stuck up people are wondering why everyone is hovering around and old rusty Ford truck, while they are the only one by there "show car" lol.

Performance 300-6 Fords are hotter than the Florida sun, now more that ever. And not just in my area. Youtube and forums are worldwide and I have ongoing contact with people in Canada and Australia that are building inlines.

Keep up the great work, and I will keep donating. Together we can make this dream a reality.


Slick6Turbo Man after my own heart, you are just the resource we have been looking for. Here’s why:
We all know you can't run flow benches, if that were the case we would be having closed circuit drag races and wouldn’t have the benefit of being outdoors and treated to those unique odors we all love e.g. burning rubber. No the proof will be in the proverbial pudding, after we do our level best to develop user friendly performance cylinder heads in a planned, controlled, environment encompassing design, build, engine fit function, finally lighting up our creations for individualized Dyno testing sessions. When these (3) mutually exclusive prototype builds are finalized, we will be partnering with likeminded Forum members like you, to Field Test our creations. In my opinion this is the ONLY way we can have 100% confidence in our product development efforts. Paul and or I will be contacting you this week to explore mutually beneficial possibilities of success. On the light side, I have had to put the reins on our Machinist Al V lately, he is scouring the countryside for a Pinto gasser or pro stocker rolling chassis, you can guess why. He justifies this new obsession with this logic “Imagine if we build a bullet proof 300 with our x-flow head, dyno tested to produce 625+ HP and plugged into our (he means Bruce & Al) Pinto clone of your 70’s Gasser then make a mid-8 Second pass on the 1St try” etc etc. How can I argue with that logic.
Last insight into the psyche of Yours Truly, which I will openly share with all in this forum.
The proverbial cat is now out of the bag after 50 years of my guarding this very important Lone Ranger personal accomplishment while at Ford in the Performance Events Department . If I have peaked your curiosity wander over to the 428 Cobra Jet Registry and see what all the noise is about. I recently joined over their as worldchampgramp3 but have not had a chance YET to correct several of the factual errors needing help to complete this will live on forever feat ALL ON MY LONESOME.

Here’s the link : https://www.428cobrajet.org/forum/index.php
GRAMPS

sandboxer
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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #185 by sandboxer » Mon Jul 16, 2018 11:30 am

I am currently buying up all the big sixes I can find in my area. The current total is 5, with 7 transmissions. I think the 240/300 is the biggest untapped gift to hotrodding.
Keep it up guys.

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #186 by Sick6Turbo » Mon Jul 16, 2018 3:03 pm

The Pinto deal sounds awesome! My interest is peaked.

Since my 38 Ford is a loooong way off, I contacted Nitrous Nick (his sweet n2o BBF lowered/shaved 77 F100 is currently in my shop) and he is all over the detail. He is the one that has been hounding me forever about a 600+hp 300. He said he would buy another truck or even pull the BBF out to install the 6. We haven't even started the fresh BBF engine yet lol!

I also put a text into Riley (sleeping now, works nights) to see if he has interest. He is next in line in the shop with a twin turbo 351w in a 96 mustang, and owns the sleeper now...which will/would be getting the 500hp turbo 300.

So, I will have chariots available ect. if and when the time is right.

I will look into the 428 link and send my contact info to you p.m. tonight.

Thank you, and honored, Dale
Dale
79 F-100 turbocharged 300 rear mount 20 psi
Stock EFI bottom end, mild port carb head
12.44@106 1/4 mile in 2015

Sick6Turbo
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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #187 by Sick6Turbo » Mon Jul 16, 2018 5:00 pm

Just received a text from Riley in regards to possibly installing a field engine into the sleeper he said: "ABSO-FREAKIN'-LUTELY!"

Well, that makes 3 of us in our little corner of the world ready to jump in with both feet.
Dale
79 F-100 turbocharged 300 rear mount 20 psi
Stock EFI bottom end, mild port carb head
12.44@106 1/4 mile in 2015

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #188 by jason832 » Mon Jul 16, 2018 6:29 pm

I'm pretty sure I'm in for the Max u head. Need to get it to Canada though...

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Re: Permanent 300 Six Cyl Head CFM solutions- A Work in Progress

Post #189 by Mdixon300f100 » Mon Jul 16, 2018 9:25 pm

I have been eagerly watching this thread since day one. I none of the local machinists will even look at my 300, nevermind build 1. And a good friend of mine is currently building a 55 f500 which he hopes can be powered by a turbo 300. Two sales here for sure

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