the measurements we took(i have been helping) were off of a head off a 67 valiant. as far as moving the valves, the room needed to do it is in the stock head already. very little modification to the port is neccessary. btw each valve would only move .020"-.030". the only problem i see running into would be the pushrods hitting the plug tubes.

i don't think the chamber would be downsized, it would probably be shaped similarly.

as far as the plugs go, it would be made for typical spark plugs, not the tapered seat style. if the head is aluminum it wouldn't be hard to rough cast the tube in and machine it to spec.

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!!!

this 67 valiant head has a 3.440" bore in the chamber. hopefully this head would be able to be used on a stock engine. we came up with those valve sizes based on a 3.400" bore. also the chamber would be considerably smaller to make it easier to get higher compression ratios.

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!!!

H'mm. Proceed carefully here. The stock head already shrouds the valves fairly severely; if you move the valves outward even slightly, this shrouding effect will be worsened.
Well, you may be right. Here's an image of a 4.0 head, but I have no info on what year this head is, whether it's the desireable latest-model item or something older, stock or modified, etc. and since there's no ruler in the picture I can't even guess how wide the chamber is...

I also ran across this interesting page; it might be wise to talk with them.

as far as the plugs go, it would be made for typical spark plugs, not the tapered seat style. if the head is aluminum it wouldn't be hard to rough cast the tube in and machine it to spec.

zedpapa[/quote]

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

Nothin' wrong with that idea at all, but here again, combustion chamber design is super-super critical to being able to get away with higher compression ratios without pinging. That's a major limitation to the stock combustion chamber...ping city!

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一期一会
Too many people who were born on third base actually believe they've hit a triple.

i would be interested in a head too. maybe a modern aluminum block could be made as well. something with a closed deck, siamesed bores capable of more dipacement? and updated waterjacket to improve cooling on a high output motor. ok so maybe i'm dreaming. but an aluminum head would be awesome. keep me posted.

-james

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Zedpapa,

If he thinks he can keep the cost around $1000, he will sell A TON of heads, but I suspect the cost will come out quite a bit higher before all is said and done. I would commit to 2 or 3 right off the bat for $1000...

I would strongly suggest NOT moving the valves apart. You can currently fit up to 1.84/1.54 valves in a stock head and still have valve-valve clearance. I know because I own one that someone else built. Those valves are really too big for anything but a 0.100" or more overbore. 1.75/1.45 easily fits in the stock locations.

I think using stock manifolds/headers is the way to go since everyone has those on their cars. Custom (Jeep) manifold types will cause everyone to have to engineer more parts and make the head less attractive.

I am still worried about the hardened valve seat insert issue...

Make sure the deck and intake mounting deck are really thick, and design the chamber to be smaller/shallower than necessary in the casting so there's lots of flexibility for the end user.

Raise the ports at least 1/4", 1/2-3/4" would be great.

Think about casting in thick flat spots below the rocker arm pedestals in case people want to mill them off to make their own adjustable pedestals.

Keep rollin',

Lou

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Home of Slant6-powered fun machines since 1988

The Patriot JEEP head in Dan's link sells for $1500 assembled. I'd gladly pay that for a GOOD Slant 6 version. There's a greater demand for a AMC/JEEP hipo head than a slant 6 hipo head, I wouldn't think an alum slant head could be produced and marketed for less than $2000.
Anyway, count me in for one, even if it is more than $1000. How much more? I don't know, it would depend how it turned out.
Didn't someone check with Indy Cyl Heads about an alum head and they passed on it because of not enough market demand to make it profitable or worthwhile?

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Slant Cecil

ditto all, but all of the above.

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Juan Ignacio Caino

Please use e-mail button istead of PM'ing. I do log in sometimes but I'll be answering quicker thru e-mail.

All that sounds good but who is going to give a thousand dollars for a aluminun head. Thanks Ron











Hey Has That Thing Got A Bagel Bamboozler In It

I just wish they had designed a high swirl head and domed pistons, like they did with the 318.

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82 D150-225/727
02 Dakota-3.9/5 speed
87 GMC C7000-8.2 Detroit Diesel/5+2

I'll keep my:

iron head
iron block
iron exhaust
iron intake


Where can I get some iron pistons???????????

Although I wouldn't mind some titanium valves for better performance..

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

the ports would be raised anywhere from a 1/2" to 1". as all of this is speculation and theory cost is still not set but very reasonably could be kept between $1000 and $1500.

we would be making this head a stock replacement piece to be used on a stock bore or a .030" over bore.

would probably move to using the V8 rockers and getting a custom length shaft to mount rockers on. rockers would also be roller tipped.

a custom block would be a major undertaking and not something we are looking at doing(right now).

again, the chamber would be designed to not shroud the valves and be able to support higher compression.

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!!!

Us v8 guys pay more than that for our PAIR of heads all the time. Edelbrock, Indy, Mopar Performance, and a couple of others ALL survive in the marketplace selling modern aluminum (and iron, in the case of MP!) LA and B/RB heads. I think there'd be a respectable market for a G/RG head, the ancient combustion chamber is probably THE biggest (or only?) shortcoming of the slant-6. Get a modern head on one of those bad boys and you've really got something.

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Actually, I think most racers would agree that head flow is probably the biggest downside to a Slant head. Raising and enlarging the ports would be a biggie. The chamber would be secondary.

Lou

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Home of Slant6-powered fun machines since 1988

I'd do an aluminum head, but only after it is mproven tough enough that it won't warp. Doc has thoroughly researched the possibilities of casting an alloy head and that was a major concern to him.

I would love to see one at a grand though. That is about 40% of what has been quoted before.

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Official Cookie and Mater Tormentor.