Now Dennis.... You know I'm tryin' ta git Mark & Howard to run each other.... I cain't be tellin' stuff like that all over the internet...

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Rob

I’m Mater
The Kentucky Poser

Looks Great!

Mr. Maw posted video on FB tonight. He's making chips fly.

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Official Cookie and Mater Tormentor.

This is probably a better way to get an inline 6 cylinder head, if you must....stole this off Facebook....2 Chevy LS heads welded together on a straight Ford

The problem is, and always has been, that the ratio between bore size and bore spacing is ancient. And Chrysler did us no favors with 3.98" and 4.00" bore centers. The closest thing I've been able to find is the Ford Duratec V6 at 102mm bore spacing and 3.504" bore in the 3 liter version. A couple of the rear heads from a 3.0 Jaguar appear to be a fair starting point.

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Joshua

Good point.

Did they ever get the LS head to seal up? I saw a thread about one on another board. They had it running but could not keep water in it.

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Official Cookie and Mater Tormentor.

Mr. Maw has been posting more video. Chambers are shaped, progress is being made.

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Official Cookie and Mater Tormentor.

Any way to see this other than Facebook?

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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

He mentioned making three different versions, but I don’t remember the details.

Someone asked him about sharing the CAD files. I don’t recall what his response was.

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Rob

I’m Mater
The Kentucky Poser

Isn't the Ford modular V8 101mm bore spacing?

The Jaguar XK6 is a 4-inch bore center spacing, but like the Ford its OHC. The bolt pattern for the XK6 is 4-inch linear, but slightly rectangular in width(wider) - you can see the exposed acorn nuts on an assembled XK6 motor. The head studs are "wet" - pass through coolant inside the head. In theory, you could scoot the holes a little wider to fit the 225 pattern. The holes are near the tops of the valley between the two small valve covers - the spark plugs are directly in the center of the valley.

I've been intending to fetch a 4.2 head. The 3.8 E-type heads from the '60s have the hemi combustion chambers, not easy to find those. The 4.2 is an emissions head with quench, but I've read that the big values can be fitted to the 4.2. The XK6 heads are easier to find than the blocks because the blocks have a casting defect and tend to crack in the U.S., not so much in cooler Europe. Recently Jaguar commissioned a reproduction iron block, that's another topic. If the XK6 head could fit then there is aftermarket support for intake and exhaust manifolds - crossflow of course. The intake would be on the leaning side. Jaguar curved the intake downward a little on the 4.2 sedans to use the limited space, works nice for EFI.

Like the slant six the upper RPM is limited by the 4-inch stroke, I believe the factory limited the 4.2 to 5,600 RPM. You have a nice flowing head but you can't spin the motor fast enough. The last use of the 4.2 was on a military truck, these motors have a decent low end grunt. The DOHC setup uses two chains - one linking the two camshafts. The motors are pretty bulletproof overall. The E-type was rated at 260 hp, but many Jag fans say that 210 hp is realistic with stock camshaft. Its not super powerful, 200-ish isn't too bad for a na 225 with mild camshaft timing. The Jaguar sedans were in the 4,000 pound territory in the later years, too much for this 1949 era design.

The older 3.8 has a 3.40-inch bore(4.2 stroke). The common 4.2 has a 3.63-inch bore. I'm sure Chrysler could have increased the bore of the slant six, but were intent on it being an economically to produce workhorse. An issue I'm not clear on is the 4.2 has a siamesed block, Wikipedia says "The middle two cylinders were moved closer together and the outer two moved further apart but the overall length of the block remained unchanged." The older 3.8 block was often bored to the 4.2 displacement before the block was siamesed.

You could gain more room on the distributor side for the intake by making some special mounts that rotate the engine towards the driver's side, maybe by 30 degrees or so.

Rick, I didn't join facebook till this year.
I have met some very good people and have enjoyed most of the experience.
You have to filter out a ton of crap, but for me it has been worth it.

I will snip some pictures of Robert's work and post in a minute.

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Hyper_pak

Robert's head pictures.

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Hyper_pak

I don't think making a head is that tough...it's a lot of machining but not tough.

Except for one thing....water jackets. Those are internal while the rest of the head is external. So the challenge in making a head, or welding up an adapted head, is getting the water jackets to not leak and to be properly placed. The beauty of casting is it allows you to make internal passages.

So will his head fit? Yes. Will it run? Yes. Will it run for hours and hours with no cooling issues? That's the $64,000 question.