I would like some input concerning the development of a Billet or cast aluminum head that would be Crossflow in design.
The ultimate cost may be between $3000-$3500 , don't know yet.
It is apparent that the finate limit for performance of this engine really lies in the head or lack there of .
I've built lots of blown and injected hemi engines, but never before worked with a slant six.
I intend to build a front engine dragster, injected, on about 30% nitro using a 225 , sleeved and taken out to about 265 cu in ..... I want as much constructive input as anyone is willing to share.

Mike Chilando, Nashville TN
www.alkydigger.com

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Mike Chilando
Alkydigger@yahoo.com
WWW.Alkydigger.com
615-483-6830
nashville TN

With the small bore (limited valve sizes) and the slant of a slant, I don't think a cross-flow would be beneficial.........

My thinking is the intake would be on the passenger side, and any benefit of the crossflow would be negated by the more limited intakes you'd have.....

In otherwords, the non-crossflow head has more potential because of the added room allowed for a good intake........

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Ed
64 Valiant 225 / 904 / 42:1 manual steering / 9" drum brakes

a cross flow head could be beneficial if the valve angle were leaned over about 45*, similar to the 426 hemi. leaning them over would allow a larger valve size and since you are going to custom pistons, just add a big dome. i would put the intake on the right side of the engine.

zedpapa

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1970 dodge dart w/225 /6 bored .040" over, holley 390cfm w/vac. sec., compcams 252s, clifford shorty headers w/2.5" exhaust w/flowmaster, f-body 11" front discs, aluminum A-833OD, 8 1/4 w/3.21 SG
soon to have 5 gears!!!

At $3500 I don't think you'll find many takers.

The kiss of death on the aluminum Slant head projects so far has been that it is a really small market, and you can't get enough people to agree on what the head should be to get a market.

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Official Cookie and Mater Tormentor.

For an all-out application, crossflow probably will have some advantage, but the stock layout has quite a bit of potential if you were to simply raise the ports and cast an alum head. 230-235 CFM intake is the record AFAIK on a stock iron head. This made 370 HP 12:1 nat asp on race gas. This is higher flow than many aftermarket Chev or Mopar V8 head per cubic inch cylinder displacement (41 ci/cyl). 1.5 HP/ci is getting into Engine Master's Challenge territory.

Dennis has it pegged on the alum head deal so far. I tried to organize this 2 yrs ago and got 20+ takers with $$ in hand for a complete cast $2000-2500 head (Oz), but it would have to bolt up stock stuff. The plan was 210-220 CFM (intake) outta the box with meat in the port walls. Stock head flows about 140 CFM... I have not given up, but nothing is happening right now.

Almost everyone mods these engines in doorslammer cars with intake/exh mounting restrictions, which is where the market will be.

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Home of Slant6-powered fun machines since 1988

For a "one-off", anything goes race car, doing a machined billet head to fit your application, is the way to go. ($$$)

To do a limited production, aftermarket SL6 performance head, that increase air flow and uses 21st century thinking, a casting that is a true "bolt-on" is the best plan. This type of design would get the biggest number of buyers.

As noted, the cost to do the project exceeds the current demand for this type of head.
DD

raising the dead on this. Could anyone adapt a Supra head (or if you are adapting, ANY head, cut and grafted to make a 6) and convert to OHC with a belt drive? Turbo it of course and you are looking at 1200 HP potential with that head. Bottom end to self destruct at 400 of course...

Ford engineers had a great modern 4cyl head at one time on the drawing board, it had almost straight valve ports, huge breathing capability. etc. When the designers and production "revised" it so it would fit under the hood, they bent the intakes over almost 90 degrees and the engineers almost quit after seeing it crippled like that.

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I didn' t buy it, I built it.....

There was a thread by a guy about a decade ago about adapting the Supra head, but no one bought one and did a test fit. We also have a thread where someone cut up and glued together and installed a hemi head on their slant six block. You might want to use the search function so you exhaust the avenues we've already been down years before and can start looking for a new approach.

-D.Idiot

[quote="pishta"] Bottom end to self destruct at 400 of course...

quote]

Not true, there are quite few engines making more power than this that have not self destructed.

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11.02 @ 120.56
http://www.youtube.com/watch?v=EAxRmoDgsdY
Chassis dyno
http://www.youtube.com/watch?v=wd6hFGzLJMc

Stock? Congrats, thats more than i thought those rods were worth.
Intake on the pass side would be fine, just fold the dry runners over the valve cover, dry air can flow around corners easily, inject at gasket. Hemi head without hemi pistons?

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I didn' t buy it, I built it.....

I suspect that you will be running a hydro cam and never lash the valves again correct? (Or maybe have to use a set of rubber hoses and hose clamps to make part of it removable?) There isn't a lot of room between the hood and valve cover on most vehicles (trucks OK, late A-body barely, early cars no so much). I'm not so sure the the longer runners will compare on the dry manifold as well, having run the hyperpak intake- the reflection at the prime rpm band scoops the excess fuel running along the runner walls and gives a nice boost in power in that band, the reflection using only less dense air even with the injector fuel map increased to provide a similar amount of fuel in that band may not provide the same desired effect (and boost just overcomes the need for the longer runners being a pressurized plenum or system).

2 cents,

-D.Idiot

The exhaust would probably be better suited for the passenger side. There isn't much room for much of an intake to stick out over there on that side.

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There's no such thing as too much cam....only not enough engine!

I am probably stating the obvious here, but this would mean a new and creative exhaust manifold casting (especially on automatic equipped a-bodies) and likely a mandatory oil filter relocation since the exhaust would heat the oil filter. A distributorless ignition, coil relocation, and driver's side mount alternator would also likely be necessary. And forget trying to install this on a right-hand drive vehicle.

I like the idea, just trying to throw out a few obvious design considerations.

Toyota 2JZ OHC head (the one i was referring to ) is a bucket over shim valve, why would you be adjusting them? Only time that is needed is if you sink a valve seat, and youll be doing alot more than shimming if that happens. Pulling an intake to adjust valves is not unheard of. The intake runners need not be tall, check out a stealth/vr3000 intake, the intake is very flat, oval runners and that Motor about rubs the insulation off the hood, i tjink there would be enough room, but im not designing it. They would not be much taller than the old vented oil cap. 3" min? And rubber hoses, check out a BMW M motor......

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I didn' t buy it, I built it.....

Not trying to throw any stones here, but 6 years ago he estimated $3500. That cost today may be $4500 or more. That estimate if it is like any others was probably low. Lou had 20 ready to buy at $2500. That number likely would drop to half that if the price was $3500, and probably drop to 5 if it was $4500 You just can't do this cheap.

I just don't see a market to anyone but a serious, big buck racer in that price range. I got less than $2000 in my whole engine build to run 13's. I can't see me ever buying a $4500 head. I see a handful being sold at best.

Rick
PS I hope it works out some day. I really do!

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2 Mopars come with Spark plug tubes. One is a world class, racing machine. The other is a 426 CI. boat anchor!

12.70 @ 104.6