Allows the use of aftermarket stud mounted rockers, allowing more options and possibly reducing user cost. Eliminates the need for aftermarket port dividers and its associated problems, reducing user end cost and the frustration of loose and noisy port dividers. The most extreme cylinder head for hot road-driven Minis, vintage race /autocross spec race head, with unleaded seat conversion. We took the Falcon to Portland in August for the Dearborn Classics West Coast Ford Championships, only to blow the motor on Saturday turing a test and tune section. For those enthusiast that are interested in going beyond natural aspiration, we will be developing turbo and supercharger kits, which will include an inter-cooler when applicable. Article by Derek Williams. We want to show off our new Nothing will be held back, we don't believe in hiding Given the excellent torque output of the small six at low rpm's, we were more than willing to trade a little low end flow for the substantial increases achieved in the mid and upper ranges. The damage to this aluminum Big Block Chevy cylinder head was caused by a … base our new aluminum cylinder head on the old, but proven OZ250-2V design. One of Vintage Inlines top priorities is going to be bringing back to market the original Classic Inlines popular aluminum head. Not knowing the wet distribution pattern Explore. UPDATE 09-09-07 OZ250-2V intake pattern so our aluminum cylinder head would accept the stock 2V intake, as well as any existing aftermarket intakes. they will go to all the effort we have extended in this project. We also had As you can see, the aluminum head shows a measurable power increase above 3500 RPM, and, whereas the motor would not pull beyond 5500 RPM with the stock head, with the aluminum head it pulled past 6000 RPM! One of our major concerns is the ability to use U.S. style headers. In the past few years, other companies have produced aluminum cylinder heads for a limited market, such as an inline application, however their cylinder heads were designed for maximum performance with little or no considerations being given to cost. what gains can be made to the exhaust ports. Aluminum cylinder head welding/repair. In the past few years, other companies have produced aluminum cylinder heads for a limited market, such as an inline application, however their cylinder heads were designed for maximum performance with little or no considerations being given to cost. Minimizes maximum power potential by limiting port and chamber designs. Maximizes location for induction booster and associated parts, as well as reducing the issues and/or problems associated with high exhaust temperatures. As I've stated many times, we simply refuse to take shortcuts or look for cheaper methods of production, which would result in an inferior product. The primary goal in designing and developing a new cylinder head, is the reduction of total ignition advance, while simultaneously increasing the air flow capabilities and chamber efficiency. These will need With the high velocity ports, fast burn chambers, excellent quench, 11.5 CR capability, 100% fuel distribution, and increase flow, this thing is going to be awesome. Once the basic design was selected we needed to re-established the design parameters. Combustion chamber efficiency was also very similar between the two heads, with a wet distribution pattern around fifty Such as the clearance between the distributor and the bottom of the intake manifold. Thus keeping our cylinder head affordable and within the budget of our customers. Alloy Intake Manifold Gasket Set. $120.00 shipping. I spoke to the engineer again today and the design work is finally completed. Finally we will do several test on an engine dyno to assure optimum performance and reliability has been achieved. Maximizes power potential by allowing port and chamber designs similar to V8 style cylinder heads. I would be much more impressed if I came across a 6 with that bad boy on it than to see just another 302 crate dropped in. And Classic Inlines has been making and selling aluminum heads for Ford engines for a while, so their production machinery and processes are already in place. Perfect right? Utilize the stock exhaust pattern and angle, allowing the use of current header designs. Utilize existing 250-2V intake manifold designs, which are available for various carburetor options. This would require designing intake ports large enough to flow the desired CFM's, yet small enough to maintain the velocity needed for excellent throttle response. to be machined by the customer. This custom size valve is being produced by SI Valves, exclusively for the new FSP/CI aluminum head. obviously wanted to see improvements in the upper rpm ranges, our final goal was to increase low and mid range performance as much as possible. Also used in HO applications, Pontiac and GP 400/428 engines. Make sure to read the specification page, which includes a virtual dyno test with various engine configurations. Price $16.00. FSPP is currently looking at a couple different designs, and will choose the design that best suits our intended goals and design parameters. The mismatch results in an 1/8-3/16" crescent shape ridge in each of the intake runners, which os obviously creating massive amounts of turbulence. You simply choose the proper kit based on the type of driving you do, and the performance desired. After going though all this, it has become very clear why it was so important to do all the work that we Cylinder head, 9 stud, Single Carb, Screw in exhaust stubs, with valve guides, Fits 1968-70 650 Triumph TR6, Can be used on 1963-70 TR6, UK, Selection options to make this a complete cylinder head that is ready to bolt on *CYLINDER HEAD IN PHOTOS IS BARE. Note: No cam seals have been installed on overhead cam cylinder heads, as one comes in your gasket set. Quick View. We may switch to a pressure molded phenolic spacer for the production units, but still need to do a little research to make sure they will work OK. As expected, the Eliminate the siamese exhaust ports while maintaining the stock exhaust pattern and angle. New aluminum reproduction of the original Winfield 6.8:1 compression cylinder head for 4 Cylinder model A Ford engines. This cylinder head is designed with the 1991-2006 4.0L intake port locations and must be used with 1991-2006 intake manifold, while the exhaust side features the 1991-98 4.0L exhaust port locations and must be used with 1991-98 factory header or aftermarket exhaust header. As a result, the cylinder heads were very expensive and beyond the reach of most potential buyers. The Ford Falcon SIX Cylinder PERFORMANCE HANDBOOK. Needless to say, we are very pleased with the results. We should be able to start the pattern work late next week and are shooting for an early to late spring All in all, we are very pleased with the new intakes and look forward to receiving the production manifolds in a month or two. I've heard that in flow and efficiency. Basically when the fuel/air mixture enters the combustion chamber it flows off to one side, filling less than half However, we were getting it dialed in, running low elevens, and were quite sure the Falcon would have ran its best ET's to date that Sunday. 10% off on all gasket sets with the purchase of a cylinder head. Their comments are posted in the Dyno & Field Testing section. Hence, if we can utilize the current port arrangement, and header designs, we eliminate all these potential problems and expenses. Allows the use of existing header designs, eliminating additional purchases if currently owned/used. Allows the use of aftermarket EFI systems, and/or induction boosters. In other words, the new head is going to be a beast, when compared For our flow test we used 1.84/1.50 valves. Next we wanted to maintain the stock It is our belief that a reasonably priced, high quality cylinder head, which maximizes the performance within the given design ("best bang for the buck"), will maintain a much higher demand long after the initial release date. What type of induction systems will be utilized, will we use the stock configuration or cross flow technology, how many valves per cylinder, utilize the stock exhaust pattern or redesigned for improved flow. In the picture below, the aluminum head is mocked up with a header, a triple SU intake, and a raw valve cover. Vintage Inlines is making the performance upgrade a reality to all the six-cylinder performance junkies, and we should now get a wave of new products to enhance this gem even further. Allows the use of aftermarket gasket sets which are readily available, reducing user end cost. May require a redesign or modification of the distributor,increasing the end cost. May require all new designs for intake manifold, increasing the user end cost. Most people, myself included, think the most important step is to increase the CFM capabilities, however this simply isn't true. Again, he exceeded my ignition advance, while simultaneously increasing the CFM capabilities. ratios should also be able to be increase to 11.5 due to the excellent quench factors of the new chambers. Quick View. ... Out of stock. This is a listing for information only regarding the alloy cylinder head. A minimum of 2" dual exhaust pipes are recommended. of the chamber, which results in huge losses of power. May require a new or specialized valve cover, increasing the user end cost. We want you to know the facts, all of them, not just what we see fit to present. into huge power gains over the cast iron heads, at all rpm ranges. Quick View. It has been a 10-year journey, but the aluminum head for the 200 and 250 inline six-cylinder engines is finally here. and they are starting on the molds after the holidays. We received a dozen proto type cylinder heads earlier this year (07) and sent a few out to forum members for field testing. Even now, the It also required raising the valve cover walls to achieve adequate clearance between bolt head, or nuts (studs), and the bottom rim of the valve cover. Utilize stock valve cover design, allowing the use of chrome valve covers, or Classic Inlines new alloy valve cover. While a cross-flow cylinder head was the most desirable, it was going to be to expensive to produce $28.00 shipping. In others words, unlike other companies we are in this for the long run, rather than the fast buck. If we could accomplish these goals, the end result would be a cylinder head that was well suited for daily drivers and weekend warriors alike, at an affordable price. Specializing in Ford inline six cylinder engines from the '60's and '70's. They can be utilized for injectors, either for fuel injection or NOS, or as pads for multiple carb linkage, throttle cable anchorage, etc. Offered by Brown and Gammonds LTD, in the U.K.. What you get is brand new "Laystall Lucas" aluminum head. Our main goals and basic specifications set forth are as follows, Utilize the stock exhaust pattern and angle, allowing the use of current header designs, The advantages of an OZ250-2V design are as follows, The disadvantages of an OZ250-2V design are as follows, The advantages of a Cross Flow design are as follows, The disadvantages of a Cross Flow design are as follows, Copyright 2012 - Classic Inlines - All Rights Reserved, Produce an aluminum cylinder head capable of 300HP (or more) when naturally aspirated. on the flow numbers. The intake flow at 100-200 was slightly lower than the cast head, but it really comes on just after the .200 mark. However, the flow improvements over the OZ cast iron head and a ported US log head are evident. spots, manipulating swirl patterns, and playing with various valve combinations, we were able to improve the WDP considerably. a custom aluminum full race intake fabricated by Hogan Manifolds. The new intake runners reduce in size over the length of the runners, unlike their OZ counterparts, which will result in increase port velocity for better throttle response at lower rpm's. Design and incorporate a new 4 barrel intake manifold with EFI and/or boosted induction options. Allows the use of existing and aftermarket gasket sets, reducing user end cost. Limits booster (turbo and supercharger) locations and associated parts. We also installed one on McLearran Racing's turbo charged 63 Falcon, which is sponsored by Classic Inlines. comparison to the current heads available. But is it possible within the limitations of the stock port locations? Notice the large plenum chamber under Log in. The first look at Vintage Inlines’ new aluminum head for Ford six-cylinders. Free shipping on many ... NOS 1968 1969 1970 FORD GALAXIE 428 428P/C ENGINE CYLINDER HEAD C8AZ 6049 M SMOG. It will also allow a single 2V, or twin Weber's, to be fitted by using an appropriate adaptor. We can also make an adaptor for mounting a single throttle body for fuel injection applications. It is clearly evident that a cross-flow offers the best power potential, however it would also require extensive research and the development of associated parts, which would substantially increase the price of the cylinder head. Once the approval is given, it will take approximately six to eight weeks to cast and machine the production heads, which will result in a release date sometime in late February or early March. cylinder head which would meet most (or all) of our original design parameters, while maintaining the target price. We were hopping to have it ready for the Speedworld race in late September, but it looks like it won't be ready in time. Mopar Performance P4876624 Magnum Aluminum Cylinder Head 5.2l 5.9l Yamaha Cylinder Head - $1351.40 Yamaha Cylinder Head Assembly 6cb-11110-10-00 New Oem May require new header designs for maximum power, increasing the user end cost. A Performance Cylinder Head for Ford Six-Cylinders. While they have the pattern, the third proto type will also see the addition of injector pads on Welcome fellow hobbyists! Once the heads have been tested and we are certain no other changes need to be made, we will begin the production run. Feb 16, 2016 - Picture this: Bringing back the good old VW van, back from the hippy days, except this time, it would be electric. It's taken a long time to get to this point, but we have finally produced the first proto-type cylinder head, and flow tested it to see just how well we did with the new port designs. Our next step, which begins next week, is to see We conducted flow test on the new aluminum head, and a stock cast 250-2V head, for comparison. end torque will come on fast and strong and will keep on going thru mid range into the upper RPM's. The new head will also require an upgraded exhaust system due to the increase As well as the availability of replacement gaskets for maintenance issues. Today. ... CYCLONE Hercules Chris Craft Polished Aluminum CYLINDER Head Vintage Antique . and Webber manifolds. FSPP looks forward to producing and offering the very best cylinder head available, at a price all inline enthusiast can afford. To do this, we needed to keep the three main parameters in mind. This is done by modifying and reshaping the intake ports and/or combustion chambers. This is more of an issue with the 200ci. Allows the use of existing carb linkage for current OZ cylinder head owners, reducing user end cost. Since power output is decreased as ignition advance increases, the primary goal is to reduce the total NAILED the design and exceeded our original specs. You can also view pics in the Aluminum Head Photo Gallery. $400.00. The first stage of the project is to outline the goals and parameters for the new aluminum head. After working on the new port and chamber designs for several weeks, we were finally ready to flow test them using a computer simulation program, the new intake port and combustion chambers achieved 100% distribution, which exceeded my expectations. You can also read about the OZ250-2V head, or check out the history of the Australia Sixes. A dozen heads will be produced and shipped to various FordSix forum members so they can be installed and tested in real world conditions. Price $25.00. The second proto type cylinder head arrived, and is pictured below. and keep within the targeted price. One of Vintage Inlines top priorities is going to be bringing back to market the original Classic Inlines popular aluminum head. Relocates the intake manifold and carburetor to the opposite side of the motor, away from the exhaust system (high heat), reducing intake air temperatures. All these changes take time, in fact several months, however However flow testing the of the cast iron heads, we were uncertain of the gains we could expect. We also needed a combustion chamber that was designed for maximum efficiency, as well as performance. By increasing intake velocity, eliminating dead Both have their advantages and disadvantages, yet some issues with a cross flow design may be difficult and/or expensive to overcome. This is difficult to achieve in any cylinder head design, and was a major fault of both the US log and the OZ250-2V heads. The primary goal is to produce an aluminum head which will achieve 300 HP naturally aspirated. While we and ample gains at .500 to .600 lift. our goals, rather than settling for We still have some minor issues to deal with, as the placement of the exhaust ports is a bit high and doesn't allow enough clearance between the intake and exhaust flanges. good to increase flow, if the fuel/air mixture isn't distributed efficiently across the piston surface, and/or the total ignition timing remains unchanged. Quick View. While there are other Winfield High Compression Head. Allows the use of aftermarket manifolds, eliminating additional purchases if currently owned/used. Be considered before we begin designing the new head needed to utilize both shaft rocker... Eliminating additional purchases if currently owned/used were around 130cfm, but it comes... An update, so here we go reduce the customers initial out of the head! Will come on fast and strong and will utilize threaded nipples and tested in real world conditions injection NOS. 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