Next, here is a really good chamber closeup. Very evidently an as cast closed chamber.

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Rob

It is enough that Jesus died and that he died for me.

Here, I show the locator hole for the dowel pin. The as cast factory chamfer around the hole. No milling. Not even evidence of a broach or rock cut.

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Rob

It is enough that Jesus died and that he died for me.

Here is a comparison between the chamber "smiles". I thought at first the closed chamber smile was a little smaller, but looking closer, I believe it's the same. I'll let yall decide.

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Rob

It is enough that Jesus died and that he died for me.

That's it for now. I think beyond a shadow of a doubt, the head is as cast from the factory. I'll have some chamber numbers tomorrow when it's a little warmer out.

Rob

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Rob

It is enough that Jesus died and that he died for me.

I agree the chamber is as cast.

As for the quench comments.....carefully note I said you won't see any gains on this engine. I wasn't talking about all engines, especially 'hi-performance' varieties.

I also will note the reason most all aftermarket heads are closed chamber is the need to achieve high compression ratios....a smaller chamber is usually key to that. A small chamber is usually a better way to achieve CR than a big piston dome.

If a piston fills the 'open' chamber to the same quench as a closed chamber, the engine won't know the difference. But normally, it's simply easier to make a closed chamber and then use a flat top piston. That's why it's done that way. My comment was to point out that while 'cool', the closed chamber Slant head isn't going to allow someone to reach a place otherwise unattainable.

You really should read up on quench. I'm not going to argue the points with you because one, that was not my intent for this thread and two, this build was in no way a planned quench build. It's just turned out that way. If you want to continue to wrongly argue your quench theory, please start your own thread. Thanks. This was simply meant as an informative thread for finding something kinda cool.

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Rob

It is enough that Jesus died and that he died for me.

Rob, are the valves stock size diameter or os?
And is there any visible or easily measured difference in the ports?
When you cc the chamber maybe also cc an intake and exhaust port.

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Doo Ron Ron and the Duke of Earl are friends of mine.....
https://www.youtube.com/watch?v=uX8Nj8ABEI8

I'll surely do it. No, the valve sizes are stock. I'll post up the port volumes with the chamber volumes tomorrow, when it's warmed up a little. lol

Oh and I asked the seller if he knew what the head originally came off of and he did. It came off a 1977 Dodge Aspen. So.....I guess no Apsen is safe in the junkyard now. LOL

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Rob

It is enough that Jesus died and that he died for me.

Too bad they didn't continue down this research path, or rather - the engineers probably tested several different shapes. The original 2.2 had "bathtub" chambers, then the chambers changed with the 782 casting with more quench - for emissions reasons - not particularly for high performance. With port fuel injection the fuel distribution can be more equal so that there is less chance for pinging. With the '70s single carbs, quench probably didn't help as much as it could a dozen years later. This is the #782, looks better than what that slant six head has. The last of the TBI 2.2s actually were downrated in hp.

Does your head have the AIR ports on it?

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-MattMan
LEANED & MEAN

I stand corrected. Congratulations. You bought a "unicorn." I am interested to find out what the combustion chamber volumes are. I find it odd that what is clearly a non-standard head was assigned a standard production part number. But maybe Chrysler just used the same mould for the body of the head and changed mould for the combustion chambers.

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Casually looking for a Clifford hyperpak intake for cheap.

from back in my Foundry days,,, if at all possible Engineering would use as much production content as available when having special - trial parts cast. That was done to minimize costs and to also not introduce other variables into the evaluation process that the special part would be subject to. Typically the molding tooling, what makes the exterior of the casting was made with 'inserts'. The inserts would be changed out periodically as they wore, so Engineering would only need to pay for a special insert and use the remaining production tooling to produce the rest of the casting that did not change.
Concerning the part number, the part number on the slant head is on the top side of the head, that would be what was called the cope mold. The combustion chambers are in the bottom of the head or what was called the drag mold. What IH / Navistar did was change the cope part number for Engineering castings to a X part number, Chrysler surely did something similar. The cope and drag molds are made on separate machines then joined together. Possibly what happened is the part number on the cope was not properly coordinated with the insert change on the drag so there would be a special Engineering casting made without the special part number. That happened occasionally, remember back in the 70's computer and machine logic controls were in their infancy. The call when to change the cope mold part number then to change the drag insert so they match up at the proper time, and then of course to change them back to the regular production configurations would be made by the line Foreman, and he was probably juggling three other issues at that same point in time.
Whether this is what happened is only speculation, but it is within the realm of possibility.
With the production part number on the head, it is also possible that the head under discussion went through the remaining foundry processes, was machined then assembled to a production engine was installed in a vehicle and sold. It has happened before.

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Doo Ron Ron and the Duke of Earl are friends of mine.....
https://www.youtube.com/watch?v=uX8Nj8ABEI8

Maybe an accident? I don't know. Which is why I posted HERE, because yall know a lot more about slant sixes than I do. Don't worry about the corrected part....I welcome all the discussion, because that's how we all learn. I'm going to take pictures of everything on it. Al the cast in various numbers and such. It has a few other than the casting number and what I "think" is the date code. I already posted those. It has an interesting Roman numeral "II" stamp on the front. A stamping, not casting. I thought that was curious. I'll post all of that in a bit.

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Rob

It is enough that Jesus died and that he died for me.

Very cool information! Thank you for posting! This kinda thing is exactly why I made this post.

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Rob

It is enough that Jesus died and that he died for me.

More pictures of different castings and whatnot on the head. Here is the "famed" AAWJ casting. Big whoop. I've seen people slobber all over it, but IMO, it really means nothing.

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Rob

It is enough that Jesus died and that he died for me.