All Small Six Flow testing the "log" heads

This relates to all small sixes
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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.
 
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.
 
xrwagon":3hkcqyr1 said:
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.


Like my old preacher said, Miss a Read, Miss a Feed....

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



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.
 
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
 
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

 
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.
 
xrwagon":1d0pccax said:
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.
 
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.
 
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.
 
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.
 
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.
 
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.
 
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!
 
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.
 
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
 
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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