Big Six aluminum head update 9-14

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Re: Big Six aluminum head update 9-14

Post #101 by Asa » Mon Feb 25, 2013 10:57 pm

Awesome.
Wonder how soon I can get that student loan...

Any word at all about specifics? Will they need a new intake/exhaust, or will the stockers work?
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Re: Big Six aluminum head update 9-14

Post #102 by 82F100 » Thu Feb 28, 2013 12:54 am

Asa, the plan is to be able to use the stock patterns I believe so that current intakes and headers can be used.Mike is also looking at producing a new intake aswell.
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Re: Big Six aluminum head update 9-14

Post #103 by Asa » Thu Feb 28, 2013 10:23 am

Awesome. Hopefully there will be some nice dress up parts to go with it
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Re: Big Six aluminum head update 9-14

Post #104 by Baron Von Ottomatic » Thu Feb 28, 2013 5:48 pm

I wonder what the price point will be for the big six head. The 250 head goes for $1,750 complete out the door, so I'm guessing the big six head will start ~$2,000.

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Re: Big Six aluminum head update 9-14

Post #105 by 82F100 » Fri Mar 01, 2013 2:57 am

Just got an email from Mike, The patterns are stateside and will be going shortly to get checked. :D :party:
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Re: Big Six aluminum head update 9-14

Post #106 by AzCoupe » Fri Mar 01, 2013 10:41 pm

The core boxes arrived safe and sound, so I'll be driving down to LA on Tuesday to have a meeting with my pattern maker and the owner of the foundry. It looks like a few modifications are needed before we can cast a head, but I'm hoping to have the first castings (two or three prototypes) in a couple weeks. :D
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Re: Big Six aluminum head update 9-14

Post #107 by bubba22349 » Sat Mar 02, 2013 1:04 am

Thats Excellent news :thumbup:
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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: Big Six aluminum head update 9-14

Post #108 by Asa » Sat Mar 02, 2013 1:06 am

If you need a test mule, I might be able to drive out over summer!
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Re: Big Six aluminum head update 9-14

Post #109 by Crash5291 » Tue Apr 23, 2013 10:17 am

Any updates?

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Re: Big Six aluminum head update 9-14

Post #110 by crash-harris » Tue Apr 23, 2013 10:33 am

The head will be off my fuelie 300 for at least another 3 weeks. Perfect time for me to load and install an aluminum head if you need another tester :nod:
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Re: Big Six aluminum head update 9-14

Post #111 by Pastor Bug » Mon Jul 22, 2013 1:08 pm

Looking forward to all the numbers coming through... My 75 F100 would love a new performance head! :cool:
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Re: Big Six aluminum head update 9-14

Post #112 by garyt120r » Tue Sep 10, 2013 5:41 pm

Any updates on this head?

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Re: Big Six aluminum head update 9-14

Post #113 by 67chrrybucket » Mon Nov 18, 2013 4:58 pm

Any news on this im saving my $ in case it happens
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Re: Big Six aluminum head update 9-14

Post #114 by Dr Jay » Thu Nov 21, 2013 7:13 pm

Want one. Need one. Got to have one.
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Re: Big Six aluminum head update 9-14

Post #115 by itzsnitz » Sat Jan 11, 2014 3:11 pm

Just a quick bump for an update. Been anxiously watching this news for several years now!

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Re: Big Six aluminum head update 9-14

Post #116 by MEvans043 » Thu Jan 16, 2014 11:58 pm

Two questions,

What's the expected improvement over stock CFM ratings? And rough estimate in cost?
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Re: Big Six aluminum head update 9-14

Post #117 by Tnashua » Fri Mar 14, 2014 12:21 pm

I'm assuming that this head project is dead- anyone got an update?
Thanks!

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Re: Big Six aluminum head update 9-14

Post #118 by mattri » Tue Mar 31, 2015 7:05 pm

Yearly bump- did I miss something?

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Re: Big Six aluminum head update 9-14

Post #119 by mwilliamshs » Tue Mar 31, 2015 8:47 pm

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Re: Big Six aluminum head update 9-14

Post #120 by Bamafrost » Sun Apr 19, 2015 9:02 am

Is this ever going to happen or has it and I just missed it? It's been discussed for years, and I am at a point where I need to know if it's going to actually happen in my lifetime. hahaha

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Re: Big Six aluminum head update 9-14

Post #121 by Fordman75 » Sun Apr 19, 2015 6:32 pm

The guy that was working on it ( Mike, aka AzCoupe ) passed away.
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Re: Big Six aluminum head update 9-14

Post #122 by arse_sidewards » Tue Apr 21, 2015 8:34 pm

My understanding was that the design was done, but it was stuck in limbo because demand is low and nobody wanted to cast them at a reasonable price.
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Re: Big Six aluminum head update 9-14

Post #123 by Merc72 » Sun Jul 12, 2015 9:04 pm

Fordman75 wrote:The guy that was working on it ( Mike, aka AzCoupe ) passed away.


I am really sorry to hear that he passed away..RIP Mike..

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Re: Big Six aluminum head update 9-14

Post #124 by Toyboytoh » Mon May 23, 2016 11:32 pm

Re read this whole thing again. I believe advertising was a major short coming in this. Promotion is huge on development for a company, as all they see is return and could care less about compassion. With as many dedicated members as there are on this site and a good group of leaders we could possibly pick up where he left off. A quick search of aluminum head only leaves you to this page on the web. Which is actually a downfall. If anyone is game I'd be willing to give it 100% and do whatever I can to get the gears turning again. I'd like to see one complete and available for consumers in my life time atleast.

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Re: Big Six aluminum head update 9-14

Post #125 by Toyboytoh » Mon May 23, 2016 11:38 pm

If the design is done maybe we can get proper designs/ measurements, and go door to door to every company I can think of, every forum, Every funding site and sponsors possible. He was 90% done and fell short on time. Which is pretty upsetting...

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Re: Big Six aluminum head update 9-14

Post #126 by chico71 » Wed Jun 15, 2016 4:15 pm

anybody have any idea how much money it would take to make it happen?

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Re: Big Six aluminum head update 9-14

Post #127 by hotroady » Wed Jun 15, 2016 10:30 pm

Well, this has been done and would be far cheaper. https://www.flickr.com/photos/512fairla ... 375802193/

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Re: Big Six aluminum head update 9-14

Post #128 by arse_sidewards » Thu Jun 16, 2016 7:21 am

hotroady wrote:Well, this has been done and would be far cheaper. https://www.flickr.com/photos/512fairla ... 375802193/


The break even point where whipping up a casting makes more sense than dicing up new/used aluminum LS heads has got to be a pretty low number of units, especially since 90% of the R&D on the head is already done.

Does anybody know:

Where exactly did R&D end? Was there a foundry that AZcoupe was working with exclusively and if so are they expecting a phone call when the brick prototype is revised into something more elegant? (I personally like the brick style, the block and head need all the stiffness they can get especially if the head is aluminum, you can always remove more metal)

Who owns the design and all the R&D documentation? Is it part of AZcoupe's estate? Is it owned by ClassicInlines? This is the most important question because it determines who can keep the ball rolling. I think there's a few members on here who have the experience and connections to continue development but I don't see them stepping into the fray if the intellectual property situation isn't 100% clear and above the table.
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Re: Big Six aluminum head update 9-14

Post #129 by matcox83 » Thu Jun 16, 2016 4:16 pm

Guys, I know where the patterns are. I'm trying to get them and the small six patterns as well. I bought the remainder of the Classic Inlines inventory and have it on my new website www.vintageinlines.com. I am trying to offer everything Mike did. You're talking tens of thousands of dollars to develop patterns unless you are able to do it yourself. I have the carb adapters, distributors etc that Mike carried.

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Re: Big Six aluminum head update 9-14

Post #130 by hotroady » Thu Jun 16, 2016 11:47 pm

arse_sidewards wrote:
hotroady wrote:Well, this has been done and would be far cheaper. https://www.flickr.com/photos/512fairla ... 375802193/


"The break even point where whipping up a casting makes more sense than dicing up new/used aluminum LS heads has got to be a pretty low number of units, especially since 90% of the R&D on the head is already done."

The LS is however, a crossflow design, with no custom cam change needed.

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Re: Big Six aluminum head update 9-14

Post #131 by THE FRENCHTOWN FLYER » Fri Jun 17, 2016 8:41 am

Ford's NASCAR V6 4.5L heads are a much better starting point.
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Re: Big Six aluminum head update 9-14

Post #132 by 81slantnosewp » Fri Jun 17, 2016 3:01 pm

with 3d printing where its at today how hard would it be to have a mold made from identical to a iron head and taken to a foundry for production just a thought
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Re: Big Six aluminum head update 9-14

Post #133 by THE FRENCHTOWN FLYER » Fri Jun 17, 2016 7:13 pm

Al / Fe shrink rates are different.
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Re: Big Six aluminum head update 9-14

Post #134 by matcox83 » Sun Jun 19, 2016 2:43 pm

It's not "hard" at all. Just expensive, and then you would have an aluminum version of a stock head.

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Re: Big Six aluminum head update 9-14

Post #135 by 81slantnosewp » Mon Jun 20, 2016 1:08 pm

ok shrink rates are different that i forgot about but what about billet and cnc machining a head i have a cnc machine thats just not big enough that i built myself i plan to build another large enough for a sheet of plywood the internal pasages being the issue i was thinking make it in two pieces and tig weld them together
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Re: Big Six aluminum head update 9-14

Post #136 by xctasy » Tue Aug 09, 2016 12:03 am

THE FRENCHTOWN FLYER wrote:Ford's NASCAR V6 4.5L heads are a much better starting point.


Without being sarcastic, I'd trust Gregs advice


J380 Head from the SCCA Forum has a set. http://www.sccoa.com/forums/showthread. ... erts/page2

Same bore spacing as the 240/300 I6, 4.48 inches. Its a 3.8 without the crank offset, so they used the same 3.8 block, but shifted the bores to a uniform 4.48 from the 4.2125" the stock ESSEX 90 had.


Heads were done by Cosworth Engineering. Casting no's varied, this is E9 ZM 049 J380.


Image

Image

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Image

Image

Key thing is that the heads aren't made anymore, but there are heads and blocks around. There is no cost saving in a common base head if the parts have to be individually modified, but this is a no holds barred item, fully worked for power.


The SB Chevy LS head isn't in itself something anyone should be copying, Once you copy it, it will always be a chevy head the Ford six guys use. But the BUSCH head isn't going to be a problem to cut and splice, and it has port area, mixture motion, flow rates, and you could certainly make intake and exhasust for it fast and cheap. And no-one will sue your a$$ if you copy it.



As for synergies, the Classic Inlines head was a sensational development where the Aussie had 4.08" bore centre tooling for the 173/202 engines...it was being written off by Yella Terra, and between them and CHI, things just lined up from there.

Same issue with the Alloy CHI Hemi head and Jeep Alloy heads. If you want a non cross flow head, there are many options.


But when you have patterns, you've got it made.

Good fortune Matt C. I'm sure this will work out fine.
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Re: Big Six aluminum head update 9-14

Post #137 by THE FRENCHTOWN FLYER » Tue Aug 09, 2016 5:31 pm

...and with a couple of port face adapter plates then whambiddybingbang - you can bolt up existing aftermarket U-flow manifolds if you are trying to save money, although why you would restrict a beautiful X-flow design by using (now) restrictive U-flow manifolds is beyond me.

Does anybody have dyno numbers for the 4.5 NASCAR V6 engine?
500 - 600 hp would not surprise me.
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Re: Big Six aluminum head update 9-14

Post #138 by chessterd5 » Tue Aug 09, 2016 6:05 pm

hello everyone,
Those heads will still require a custom cam I think.

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Re: Big Six aluminum head update 9-14

Post #139 by CNC-Dude » Tue Aug 09, 2016 8:38 pm

81slantnosewp wrote: but what about billet and cnc machining a head i have a cnc machine thats just not big enough that i built myself i plan to build another large enough for a sheet of plywood the internal pasages being the issue i was thinking make it in two pieces and tig weld them together


To give you an example of what a billet Ford 6 head costs, Alan Johnson makes them and the bare casting costs around 8 grand. And he isn't making much profit on it at that price if that gives you an idea how much machine time is involved.
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Re: Big Six aluminum head update 9-14

Post #140 by CNC-Dude » Tue Aug 09, 2016 8:40 pm

While we are just dreaming here, and if everyone wants a crossflow head, which side does everyone want the intake on? I may start 3D modeling it up.
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Re: Big Six aluminum head update 9-14

Post #141 by Fordman75 » Tue Aug 09, 2016 9:11 pm

Driver side intake, passenger side exhaust.
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Re: Big Six aluminum head update 9-14

Post #142 by xctasy » Mon Aug 15, 2016 9:07 pm

CNC-Dude wrote:While we are just dreaming here, and if everyone wants a crossflow head, which side does everyone want the intake on? I may start 3D modeling it up.



Its a non issue if you copy the Opel Manta 400 GT system, and keep the EFI where it is, and then change the rocker cover and go gorilla ballz when you want multiple carbs or whatever.

Factory Manta 400 16v EFI

Image

Multiple trumpet EFI competition variant

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All intakes and exhausts generally stay on the opposite side of the camshaft in non cross flow engines. GM L-6's have a US passenger side cam, and the intake goes opposite.

The 1952 215 based I6 was based on 4.38" bore spacing Y block tooling, but used English Ford style GM/ US passenger side cam positioning...it was an engine designed to follow on from the Flat head 1941 six. Its Fords exception to the rule for cam positioning.


By the time the big six Big Six appeared, it was totally reworked for 1965 to follow standard Ford I6 practice adpoted during the McNamara era. It now had unique 4.48" boe spacings, but the cam was 1960 4.08" bore spacing Falcon US style layout....the US Drivers side.

This is because of the smell of carb fumes that were happening with the old 52 215 to 1966 262 I6's.

Fire risk, and general philosphy that the Big Six would never be equiped with a Holley 2 or 4-bbl...they were always gonna be Ibbl econo engines. Ford had decided by 1958 that it was all 4.38, 4.63, and 4.9" bore spacing V8's, and I6's were always gonna be on the outfield.


When converted to cross flow, the 200/250 engines in the Australian Cross flow Fords put the intake on the cam side, and left the exhaust were it was. The Kent 1500 x-flow conversion for 1968 1100, 1300, 1600's and old 950 cc vairants in the later Fiesta did the same thing. Putting the intake manifold on top of the distributor is unamerican, and just plain dumb. So is putting the exhaust header over top of it, but the US cross flow 300 that FTF/Greg K has, they swapped the exhaust over top of the distributor just like that.

So you can do it any way you like.

Generally, though, a V8 based Cleveland, Windsor, Essex 90, BUSCH, or SBC based cross flow conversion would have its induction side on the side of the camshaft, and the exhaust would stay the same side as it is on the 240/300 and 4.9's.

That creates some issues only depending on how you pacakge the induction near the driver side brake booster.

But you can keep the EFI 4.9 induction and exhaust as a non cross head would, and just integrate the inlet tracts into the valve cover like the old GM Opel Manta 400

Image


Then when you want to put an agressive induction sytem like three 2-bbl or 4-bbl Holleys or three DCO (E) 45/48/50/58's or short trumpet port Motec EFI, or a really big a$$ turbo on it, drop the rocker cover, and go nukin futts on it.


Actually, the great thing is that Ford in all its wisdom made the EFI inlet tract the US driver side, so you can put the intake system on the drivers side right away with the stock twin "2-bbl 47 mm" throttle body, and you can do whatever you like with your design.

There is a reason Mike asked the Aussies get asked to make patterns for American 300 Big Sixes...aptitide.


They just have a go at anything.

Here is how you keep a non cross flow head and cross flow the intake...Opel Manta 400 GT style.

/viewtopic.php?f=1&t=75335&p=579986#p579986

gb500 wrote:and this 1960/61 falcon (XK) racer in Australia :
cut off log , some hose and clamps to the orig circular inlet stubs left and triple webers .

no trouble with hitting the suspension tower ...
but also no underbonnet reinforcing sections left

this guy is in the Victorian early falcon club and races successfully .after buying the car off paul Knott

and yep it unashamedly from extasys photo bucket - and a very good pic.

Image
and earlier photo with different inlet trumpets
Image
Last edited by xctasy on Mon Aug 15, 2016 9:19 pm, edited 1 time in total.
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Re: Big Six aluminum head update 9-14

Post #143 by CNC-Dude » Mon Aug 15, 2016 9:19 pm

I was just curious if the masses had a preference since the small 6 CI head has the intake on the passenger side, if they wanted to follow suit and do the same for the big 6 head. But as you pointed out, the intake usually follows the same side as the camshaft. But we could also pay homage the some of the early Ford V8 specialty engines like the 427 SOHC and make an overhead cam head or the Boss 429 and make a hemi head 240/300 6 cylinder and really shoot for the stars. I like your idea's though, the multi-carb intake setups can give the enthusiast that much more tuneability and higher goals.
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Re: Big Six aluminum head update 9-14

Post #144 by xctasy » Mon Aug 15, 2016 9:37 pm

:beer:


Hemi...Hemi... Hemi...now theres an idea!


How about some cut down V8 hEMI 4.1875" bore sacing 1953 De Soto heads to go on some V6 4.193" bore spacing 3.8 or 4.2 Essex 90 engines?.

The cross flow Hemi 5.7 or 6.1 head can be welded up to fit the little 4.08 bore spacing small six, because it has the Ferrari/Maserati style 4.09" bore spacings.

I made a Mistake
Image

The Big six is 4.48", and it is problematic in that it doesn't match the FE SOHC's 4.63" or the Lima 385 Shot Gun engines 4.9". The nearest thing is the 4.40 Chevy or 1951 to 1958 301, 331, 354, 392 cubic Mopar Hemi 4.5625”.

The Aussie Chrylser Tonsley Park 215/245/265 Hemi is an American D series truck derived L6 OHV with a “Semi-Hemi” head, and was made with with Chevy 4.40" bore spacings. Its not a traditional center spark plug head


Image


Everyone knows that Yura and Zora Arkus Dontov basically commericalised the Hemi head for the overheating Flathead Ford trucks, and they used French Talbot Logo I-6 style enginnering. It wasn't for the bigger bore spacing 337 1949 to 1952 Big Block flat head.

Image


The integrated rocker cover was the two brothers response to making it fit the truck engine bay.


Yes it may have had links to other Hemis, like the XP 47H a Chrysler engined P-47 fighter, re-designed as a test bed for Mopar's inverted V-16 hemi...their first hemi engine, towards the end of WW II, but by about October 1947 to its in solvency in 1949, Ardun decided to make overhead valve Hemi engines for Ford trucks, and Chrysler then came out with its salvo of its first three different bore spacing Hemi engines. Arduns were tiny bore center heads. No one copied anyone, they were just rehashed by Mopar five times in five different bore spacings.


A traditional aka Flat head Ardun 239 V8 or 292/305 V12 had 3.8" bore spacing Hemi heads
The late Mopar Late Hemi 4.09---->4.46, sorry
The 1953-58 Dodge hem 4.1875
The 52-57 DeSoto hemi 4.3125
The 1951-58 Chrysler hemi 4.5625
The 1964-date Chysler Hemi Keith Black 4.80" or

The old T series 4 and related 8 cylinder 3.4 liter alloy Toyota style head that looks so darn US cool.

Mike got his tooling and pattern work done, from CHI, who made the alloy Hemi 265 head, and had acess to the traditional Aussie Duggan and K Sissel heads.

I personally love traditional center spark plug Hemis, they make safer, better power due to slower spark propagation. They are fairly rough, not great emissions heads, but you can twin spark them, and they work in a race setting better than anything else.


Is that thing Got A FEMI?

Paul Niedermeyer's April 1, 2015 Fool joke would work real good if we could shut and shut a 392 Hemi 4.5625" head to 4.48" bore spacings, do it in aluminum, and it would be epic

http://www.curbsideclassic.com/curbside ... ot-a-femi/
Last edited by xctasy on Sat Jul 22, 2017 5:05 am, edited 2 times in total.
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FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
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bubba22349
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Re: Big Six aluminum head update 9-14

Post #145 by bubba22349 » Mon Aug 15, 2016 11:12 pm

:hmmm: 427 SOHC or maybe even DOHC 4 valve heads that would really be some style! Probably be a big job though building the cam drive setup? I used to have one of the 427 SOHC in the late 1960's to late 1970's in my A/Gas 1941 Willys that I was building. I though it was a real work of art, Hemi heads with round intake ports and D port exhaust and then the cam driven by a 6 foot long double roller chain. It Took a bit of time to set each cam properly. :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: Big Six aluminum head update 9-14

Post #146 by xctasy » Tue Aug 16, 2016 1:59 am

bubba22349 wrote::hmmm: 427 SOHC or maybe even DOHC 4 valve heads that would really be some style! Probably be a big job though building the cam drive setup? I used to have one of the 427 SOHC in the late 1960's to late 1970's in my A/Gas 1941 Willys that I was building. I though it was a real work of art, Hemi heads with round intake ports and D port exhaust and then the cam driven by a 6 foot long double roller chain. It Took a bit of time to set each cam properly. :nod:


Seven feet of chain....

Any time you raise the cam to the head level, you have to drive it with a simplex, duplex, or a belt, and on an I6 with a 4.48" bore spacing, its as large as an I6 with a 4.68" bore spacing. Just over an extra inch at the leading edge of the front rocker cover, so the engine takes on an Everest Mountain aspect. Remember how the Modular 5.4 32V is as big as a 460... you loose the space equivalent to about 0.4 inches of bore spacing over four and a half cylinders. You then have to figure out how to package it. The Trailblazer GM 4200, and Falcon 4.0 twin cam engines were limited to 4.045 or 4.08" bore spacings. Putting even the most space efficent design know to man (the 1973-1989 M110 280E twin cam sprockets) will make the leading edge of the rocker cover very cumbersome.


But in an F150, you should have an acre of space. It just depends on what other I-6 engine front cover you rob. The 300 has a 9.8" deck height, so its heaps more trim height wise than an XK-E 4.2 engines 11.5" deck, a bit more than the 8.85" 2.4 or 2.8 XK engines from 1955 to 1972.



But if I was gonna go OHC, I'd use sectioned up and joined right passenger side bank of an F250 Huricane 6.2, they have 4.53" bore centers and Cleveland/Escort style canted valves. Custom cam, maybee

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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: Big Six aluminum head update 9-14

Post #147 by THE FRENCHTOWN FLYER » Tue Aug 16, 2016 10:07 am

Put the exhausts away from the steering column / box - and the distributor.
FORD 300 INLINE SIX - THE BEST KEPT SECRET IN DRAG RACING

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Re: Big Six aluminum head update 9-14

Post #148 by MechRick » Sun Aug 28, 2016 11:49 pm

THE FRENCHTOWN FLYER wrote:Put the exhausts away from the steering column / box - and the distributor


This answers a question I've had for years. I've wondered why inline engines designed for right hand drive always seemed to have intakes on the right side and exhausts on the left.

xctasy wrote:How about some cut down V8 hEMI 4.1875" bore sacing 1953 De Soto heads


I think a plain Jane wedge chamber with crossflow is the answer (would a 4.0 Jeep intake work?). Hemis are great at WOT, but not so good everywhere else. When Chrysler revived the Hemi, with it's long semicircle combustion chamber, the first thing that popped into my head was how are they going to get that dirty chamber to run clean enough to appease the EPA? Then I saw one apart with it's dual plugs, just like a rotary, which has the same problem. A wedge would make great power *and* be reasonably efficient.
1994 F150, 4.9L/ZF 5 speed, C-Vic police driveshaft
EFI head w/mild port work, 3 angle valve job
1996 long block, stock pistons, ARP rod bolts
Stock cam installed straight up (aluminum cam gear)
Hedman header, full mandrel bent duals, crossover, super turbos
viewtopic.php?f=2&t=73244
Bronco II with a 2.3L swap viewtopic.php?f=13&t=72863

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Re: Big Six aluminum head update 9-14

Post #149 by chessterd5 » Mon Aug 29, 2016 5:02 pm

All this engine needs is a head with big enough ports & bowls to feed the cfm that a 50 cid. cylinder needs to breath. It doesn't have to be crossflow.
With water cooling, the right carburation, & a big cam this engine will make 500 hp. on the street easy!

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Re: Big Six aluminum head update 9-14

Post #150 by 300FOREVER » Fri Sep 16, 2016 9:40 pm

I prefer a simple crossflow design

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