This was kind of where I thought Mike1157 might
go to back in the early days before Aussie X flow heads, and the
mike1157 wrote:1978 Ford Fairmont Futura project: "The Gila Monster" Xflow'd Megasquirted, MPFI'd, DIS, T/C'd, A2WI/C'd 250, 4R70W shifted, and 8.8, 3.55 gear rearended.
I've had a lot
of fun with all my Cross flows, they always make dependable power with lovely low end torque.
The later Cross flows like mike1157
's, , over 9 years from 1976 to 1985, they ratcheted the port area down, but increased / raised the valve area. In 1985, 1.4 sq inches of port area at the gasket, to 2.65 sq inches of valve with a 1.84 diameter intake. A port just 52.5% of the valve area.
Iron XC/TE head top (A port 82% of the valve area) 121 hp, despite bigger 1.575" diameter 40 mm ports
HF2 XE alloy head below ( A port 59% of the valve area ). 141 hp, despite smaller 1.300" 33 mm ports
In 1979, the all iron headed XD/TF's got a Blue 3.3/4.1 block, and a Black head with 1.378" 35 mm intake ports, re worked to give an extra 2.5 hp. The XD engine was heaps more ecconomical than the XC. The port area at the gasket face was now down to 1.49 sq inches, for that same 2.38 sq in area valves. A port just 63% of the valve area.
In 1976, the XC/TE 3.3/4.1 had a Blue block, and Blue head with 1.575" diameter 40 mm intake ports, it was 1.95 sq in at the gasket face with a 2.38 sq inches of 1.74" diameter valve. A port 82% of the valve area.
The all mighty XY/XA/ XB 250 2V's, same deal, although they seams to be a lot harder to take a slog around the traffic, they lost a lot of air speed and always end up pulling a lot more more revs to make torque, becasue of huge, 2.13 sq in intake ports, the same area as the 1.65" diameter valves. A port 100% of the valve. The torque grew only past 2200 rpm, 600 rpm higher than the 1v 250, and that was with very good headers and a really mild 256 degree cam
By way of reference, the renown raged low end torque Boss 302 and Cleveland 4V port to valve head area. I think one port was 2.7 sq inches at the gasket face for a 3.7 sq inch 2.19" diameter intake, or a 4.0 sq in 2.25" diameter intake. A port 67 to 73% of the valve area. The heads always had a torque hump at 2800 rpm, then they'd go crazy with power gain. "505" 300 degree and K code 310 degree cams made this thing take off at 28 and make torque at 3500 rpm.
Guys have been cutting off the log head for years, and finding that the early 1961-1962 170/200 heads had only 1.125 " diameter ports with 1 sq inch of port serving a 2.13 sq in 1.65" diameter valve head, or a port 47% of the valve area.
The later log heads, it went up in two saw cuts, 1969, about 67%, and then again to port areas of 2.13 sq in intake in 1976, and those D6 onwards valve heads were now typically 1.75", or 2.40 sq in, or 89%. And that's about where most large log heads have been. Only issue is the port shape is an upside down Catheral shape, with a port floor that is stagnant flow, and the roof that is the wrong shape.
I think that what you've done will simply make a bucket load of tire smoking torque, without the characteristic Cross flow roughness, and without the overly large 2V port to valve area.
I really think that the stiffness of iron, and the heat from the exhaust will have no ill effects on your port fuel injected head, and I instinctivly recon that little 200 will stand up and begg.
Here is what a normal late model log head looks like inside, pretty much the same as yours
a host of Americans, like Fast64Ranchero
, Big Al the Hackmiester
, who's tool of choice was the Sawzall.
Big log was a D8
Small log like the early ones
Experi Mental Frontal Log-otmy
Aussie Motec Hilbourne style EFI runners with top mount injectors at 30 degree draft angle, taken from the 1990 Hot Sixes Street Machine book with the 292 Chevy on the cover.