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asa
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300ci I6 + modified LS6 heads

this guy has slowly been working on putting together an aluminum head for a 300ci I6 Ford, he chose two LS6 truck heads, chopped and welded them together, and is currently working on manifolds and other fun stuff

of course, ClassicInlines.com is also slowly working on fabricating a completely brand new aluminum head
it'll be interesting to see who will get one done first
Quote:
The water pump on the freeze plugs is an effort to shorten the engine to fit a 63 ranchero. Im digging the DOES10s cool 63 falcon. I like it! No supercharger just two qjets on two three cylinder manifolds.

Tending to my one man tool & die shop prevents rapid completion. I would delay a head purchase till after engine testing on dyno or track. I expect to do one or the other next year.

The head is made of two ls6 ch..y truck heads. The head is the easy part. I cant describe the agony of building and descarding ideas and parts without tears and gnashing of teeth. The distributor ended up as a gm hei converted to external msd controller. It is extended to above the manifolds with a spacer. The qjets are 800 cfm with weak power piston springs and ax secondary metering rods to richen up the power at full throttle . The throttle arms are butchered to clear the distributor and manifold. Rods are 240, pistons are trimmed and pocket cut JE 10.5 : 1. Most parts are used and bought on ebay. Before you ask , pushrods are outside the engine block under the 1/2" thick aluminum side cover. The cam is a custom hydraulic Comp Cams 285 duration .618 lift. Rockers are stock 1.7 ratio ls1, pushrods are custom 3/8"d adjustable. Valves are 2.040/1.580 titanium with C. Cams Beehive springs. The beehives allow an extra 1000 rpm without increased seat pressure and allowing the higher lift. Should be good for 6.5 to 7k rpm. The crank is a standard cast iron crank. Damper is a shortened 460 ati super damper. Fuel pump is a bbc with ford arm swap 6psi, 60 gal. The valve cover is sbc Micky Thompson cut and welded.


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1967 Ford Mustang, Inline Six, will i ever get this T5 installed?
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Last edited by asa; 10-14-2008 at 09:44 PM..
Old 10-14-2008, 09:37 PM asa is offline  
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Daishi
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Made his own head from chopping up two others huh? That's pretty impressive. Although I have to ask... why?
Old 10-14-2008, 09:51 PM Daishi is offline  
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Striker169
 
wow, thats pretty badass, so has he run it?
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Old 10-14-2008, 09:52 PM Striker169 is offline  
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asa
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Quote:
Originally Posted by Daishi View Post
Made his own head from chopping up two others huh? That's pretty impressive. Although I have to ask... why?

i'll try and find the stock flow numbers of the cast iron head, you'll know then
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Old 10-14-2008, 09:59 PM asa is offline  
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asa
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Quote:
Originally Posted by Striker169 View Post
wow, thats pretty badass, so has he run it?

i think he's run one setup like this before, but not this particular one

here's a shit-ton of flow info, the EFI heads are generally considered the best of the stock heads
Quote:
Originally Posted by CJ455
Early 80's Carb head #D2TEBA
This is on a Custom Flow 400 bench (real sh***y) a good bench would show another 5-10cfm.

Flowed at 28"

These are with basic porting techneiques, nothing extreme. Stock Seats and 30 degree backcut on the Intake valve.

Stock Lift----------Flow----------Ported
.05"---------36.4 cfm-------36.8 cfm
.10----------63.0------------63.7
.15----------83.3------------93.7
.20---------104.6----------127.5
.25---------127.4----------150.5
.30---------142.1----------165.6
.35---------148.9----------180.2
.40---------154.4----------192.8
.45---------156.5----------201.5
.50---------161.7----------215.0
.55---------165.8----------215.0

Now the sweet stuff.

1.94 Intake valve using same "ported" port as above with the exception of opening the throut. And I polished the valve because it was abit rusty.
The Second colum is esentially maxed out, hit water shortly after I continued porting.
Lift--------1.94---------max
.05---------36.6---------31.8
.10---------66.1---------66.2
.15---------98.7--------102.4
.20--------129.6--------133.8
.25--------157.6--------164.4
.30--------182.4--------192.7
.35--------195.1--------206.8
.40--------200.8--------209.5
.45--------209.0--------217.4
.50--------216.9--------225.0
.55--------219.4--------225.0
.60--------219.4--------225.0
.65--------222.0--------227.5
.70--------224.5--------230.0
.75--------224.5--------232.4
.80--------222.0--------230.0

Now the 1.94 valve flows better enough I'd go with it but deffinatly not planning to lift it to .75 for the extra 7cfm. Just above .5 is plenty with a cam that has extended duration at max lift (doesn't come back down right away). Plus its way cheaper to not have to buy the longer valves, pushrods, springs, rockerarms, etc. in order to lift that high.
And .5 is very streetable.

EDIT 1/23/08
80broncoman provided me with some undercut 1.94 and a 1.88 valves.
Same port as the above 1.94
The 1.94 undercut showed a consitent improvement of 2-3 cfm from .15 lift to high lift with some loss in the very low lift - under .15.
Switching to the 1.88 saw 1-2 cfm gains above .25 lift with similar losses below .25 lift compared to the 1.94 with undercut. Note that this is on a valve seat set up for a 1.94 and the 1.88 is actualy seating on the 60 degree angle. However with the correct seat cutter a throat of this size could be used on this valve. A seat like that would provide a lot more flow but is nowhere near streetable.
Opting for either size valve will land you within a few cfm of of eachother so it if really your preference.

Now the Exhaust Side of things.

First off the stock exhaust flow is just fine for the stock intake flow, but bings to lag against the ported intake, and falls way behind the 1.94 intake valve. So being resourseful the former 1.78 intake moved to the other side of the chamber. Real nice results.

Lift-----Stock------Ported------1.78-------Ported 1.78
.1-------46.7--------57.8--------55.9---------66.3
.2-------80.0--------93.9--------98.3--------101.5
.3------108.9-------123.5------122.3--------127.3
.4------124.5-------141.6------136.8--------147.8
.5------129.4-------147.1------140.2--------165.9
.6------128.3-------147.1------136.9--------172.4

I'm real happy with the flow of the 1.78 exhause flowing 76% of the 1.94 intake @ .600 (80% is ideal). Than the stock valve flowing 65% of the 1.94 intake @ .600
Even using the 1.78 intake could use the same size exhaust.
Ported with stock valve flows 68% of the ported intake with 1.78 valve @ .500 lift.
While both 1.78 valves are 76% of eachother @ .500

The only port mods that made any difference for the stock valve where removing the EGR bump and taking down the material around the guide boss so that there wasn't a step up to the roof, but a nice smooth transition.
The inital loss with the 1.78 valve is due to the creation of a wall instead of a short side. While porting a lot can be taken off the short side but too much results in a water passage.

EDIT: 1/23/08
Realize that the Exhaust has too sharp of a turn under the seat - both the stock and larger valve versions.
New exhaust flow #'s Less is More
Under 5min working on the port and with the help of 80broncoman's undercut stem 1.60 exhaust valve.

Lift -------stockvalvew/porting--------1.60/undercut/same port and seat
.1---------------43.7---------------------------47.2
.2---------------77.7---------------------------85.6
.3---------------110.1-------------------------115.7
.4---------------134.7-------------------------137.1
.5---------------152.5-------------------------153.5
.6---------------164.6-------------------------166.5

And Finally the EFI Head.
Casting # E7TE-DC
From an 87 300

Lift------Stock-----Ported------Deshoud
.05-------31.8-------31.8--------36.8
.10-------58.0-------60.9--------63.7
.15-------75.6-------82.1--------95.6
.20-------95.3-------100.7-------124.9
.25-------107.1------116.3-------147.2
.30-------119.0------131.2-------161.5
.35-------131.1------142.3-------176.6
.40-------139.8------152.6-------193.0
.45-------150.2------163.3-------195.9
.50-------157.9------173.4-------204.4
.55-------162.1------192.7-------209.8
.60-------166.3------195.6-------209.8

I listed the Ported and the Ported+Deshrouding separate because of the discusion I had with another forum member about how altering the "fast burn" Chamber would effect the timing requirements when used on an EFI fed engine. Frenchtown Flyer talks about this in one of his posts. Note that the combustion chamber still retains its heart shape, just that the chamber is larger around the intake valve. Deshrouding was done with both a cutter and manually with a carbide.
Also had the deshrouding of the Fast Burn Head explained. deshrouding increased the burn time thus loosing power. But deshrouding at a tapper (45 degree angle) minimizes increases in burn time while effectively deshrouding the valve.

UPDATE
On my EFI head I did only minimal cutter deshrouding (down level to the seat) and then used a tapper so the numbers I provided are indeed that of an effective deshrouding job.

I will be trying the EFI head in deshrouded form on my '96 f-150 along with a larger throttle body next spring. (need it for winter driving right now). Due to the increase in chamber volume I shaved the head (about 25 thousanths) till the cambers were back to their stock volume of 71cc. I'll see how things go when the time comes because the rocker arms will most likely need to be shimmed.

EFI Exhaust
Lift-----Stock------Ported
.1-------50.7--------50.0
.2-------80.8--------84.3
.3------108.3-------108.2
.4------123.0-------125.5
.5------135.0-------144.8
.6------140.7-------157.2

i asked him about power numbers
Quote:
Probably between 420 to 450hp with a little luck. I dont know the exact head flow numbers. I think it is a little over cammed for comfortable street use with automatic trans. May switch cams after testing. I really wanted a roller but cant afford it.
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1967 Ford Mustang, Inline Six, will i ever get this T5 installed?
my build
http://www.genmay.com/showthread.php?t=786083

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Last edited by asa; 10-14-2008 at 10:25 PM..
Old 10-14-2008, 10:04 PM asa is offline  
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Grazehell
 
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Cool. Remind be of the guy with the Nissan/Datsun L28 engine that choped up 2 KA24DE engine heads for L28.
I made a the thread sometime last year here about it and he posted in it.
Old 10-15-2008, 03:09 AM Grazehell is offline  
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Typhoon43
 
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Gotta give the man props for trying to build his own set. Ugly as sin, but I guess it's all about power.
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Old 10-15-2008, 05:21 AM Typhoon43 is offline  
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asa
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the intake isn't that pretty, but the rest of it isn't that bad looking i thought, you normally expect a head on an I6 to be more square, for the sides of the head to be parallel to the block
other than that, i can't find anything to complain about
early build pictures


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1967 Ford Mustang, Inline Six, will i ever get this T5 installed?
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Old 10-15-2008, 06:13 AM asa is offline  
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Rang3find3r
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there's no way the head bolt holes just happen to line up with the holes in the block... is there?

and what about bore spacing, coolant passages, oil drains, pushrod guides, etc etc? very impressive
Old 10-15-2008, 08:31 AM Rang3find3r is offline  
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wwilliam54
 
seeing those cast aluminum head cut up and welded back together amazes me.
IMHO is isnt the heads that he used that is so impressive, its that he cut 2 heads apart and was able to join 3 of the peices together. I really really would like to know how he got a good weld on cast aluminum.
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Old 10-15-2008, 08:38 AM wwilliam54 is offline  
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vile1
 
Quote:
Originally Posted by Daishi View Post
Made his own head from chopping up two others huh? That's pretty impressive. Although I have to ask... why?

Don't even go there. I've been down this road in asa threads and it always ends in a bitch fest. Just let the dudes have their lil 6 potters...
Old 10-15-2008, 09:04 AM vile1 is offline  
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Rang3find3r
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Quote:
Originally Posted by vile1 View Post
Don't even go there. I've been down this road in asa threads and it always ends in a bitch fest. Just let the dudes have their lil 6 potters...

i'm no inline 6 fanboi, but seriously, shut the fuck up. you're a dumbfuck of epic proportions
Old 10-15-2008, 10:47 AM Rang3find3r is offline  
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Moloko
 
Quote:
Originally Posted by Rang3find3r View Post
there's no way the head bolt holes just happen to line up with the holes in the block... is there?

and what about bore spacing, coolant passages, oil drains, pushrod guides, etc etc? very impressive

When i got the stovebolt, I bought this book on tuning chevy inlines. People have been putting SBC heads on the inliners for a long time (20+ years). Most of the time they are filled blocks though, so coolant holes are no issue. Just have to deal with the pushrod holes and some form of oil return.

Main reason for this mod is flow, and to split the ports (all domestic straight 6's except the new GM 4.2 have the intake and exhaust on the same side. Hot intake = teh suck.

Here is how they make what is called the "hybrid" cylinder head.

http://www.cdpautomachine.com/leo/cylinder_head.html

Here is some more wacky inline-6 wackiness.






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Old 10-15-2008, 02:22 PM Moloko is offline  
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SomeoneWhoIsntMe
 
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Quote:
Originally Posted by Grazehell View Post
Cool. Remind be of the guy with the Nissan/Datsun L28 engine that choped up 2 KA24DE engine heads for L28.
I made a the thread sometime last year here about it and he posted in it.
IIRC he chopped up three heads.
Old 10-15-2008, 04:35 PM SomeoneWhoIsntMe is offline  
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asa
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Quote:
Originally Posted by Rang3find3r View Post
there's no way the head bolt holes just happen to line up with the holes in the block... is there?

and what about bore spacing, coolant passages, oil drains, pushrod guides, etc etc? very impressive

i believe he had to modify the bolt holes very slightly
bore spacing for a 300 is 4.48", as for the rest
Quote:
I have invested some time trying to find a proper head. I tried big block ford & chevy(head bolts off the block deck and too heavy),Boss ford (too much port area and wrong valve sequence with bad port short radius) and Chrysler hemi(Heavy,wrong bore centers and wrong valve sequence)

The gm symetrical head is a "dream" head for this purpose when cut and welded. The head bolt holes are within .020 of the ford if cut in three pairs of two chambers each with only .040 mismatch of the chambers. With the larger bore size of the ford, a max. of .020 must be removed to match the chamber to the ford bore on the intake side. In other words, a simple valve unshrouding matches the chamber to cylinder wall. Also push rod problems experienced with ford boss heads is avoided.No special monkey motion devices required. In fact, push rod alignment is better than the original gm v8.This is mostly due to the fact that the gm head is an inline valve type rather than canted valve like the boss.In fact, you could use stock ford 6 cam and lifters with this head. Or, better yet, how about 302 ford hydraulic roller lifters or solid rollers with modified lifter guides.
Quote:
I spent about 30 minutes with a carbide burr to open the ls1 water passages to match the ford head gasket in two places at the front and rear of the head. All other passages match up.Be careful not to hit a threaded bolt hole which would cause a coolant leak. I also drilled and tapped two 3/8 nc bolt holes and machined a hole in the front of the head to hold a thermostat and chevy radiator hose housing. Not too difficult but very necessary for cool cruising.
there's a few other issues he had to figure out, shrinkage due to heat expansion, etc
apparently a better choice is the SVO 4.5L V6 heads that were used in the BUSCH series

also, the first head was sold to a guy that was building a twin turbo engine for a '78 4WD F150 mud truck, he once posted a clip of it, but the link is now dead, so it did run




Quote:
Originally Posted by vile1 View Post
Don't even go there. I've been down this road in asa threads and it always ends in a bitch fest. Just let the dudes have their lil 6 potters...
yeah, i'm a fanatic about the smaller Ford I6 motors, but the 300ci is an icon and widely regarded as one of Ford's most reliable and strongest truck engines, just about anyone who is a fan of Ford trucks has run into one and the majority of the time they're impressed
it's a beefy bastard of an engine, it just needs to flow better, thus this head
and 200 cubes is a "lil 6 potter" while 300 is a big six potter
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