I am considering investing in a billet or cast aluminum head . It is obvious that this engine has tight , finate limits without a crossflow design. Any thoughts ? The head would have to be in the $3000 range to produce in small quantities. Think there would be any takers ?
I'm working on a nostalgia FED using a 225 , sleeved and rebored out to about 265 cu in , injected, on alky/30% nitro.
Anybody got any crank trigger ignition ideas or has anyone produced one ?

Mike alkydigger@yahoo.com

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

I forget who but theres a few guys here running an Electromotive XDI set-up for a distributerless system. I recall reading they are very happy with it...My ideal build involves one of these

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<img src="http://farm4.static.flickr.com/3173/2992308402_5481afb26e_t.jpg">

If this head can flow more than 220 CFM intake, weigh less than 35 lbs fully dressed, and be reliable for a road course car (cooling), I may be interested. Would we need all custom intake and exhaust piping, or will at least stock type intakes bolt up?

Personally, anyone who has not used a well ported Slant head should think about doing that first. 500+ HP has been made with N2O, 350+ HP NA, and 630 HP with a turbo on stock type long block stuff (w/forged pistons/rods).

Cheers,

Lou

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Home of Slant6-powered fun machines since 1988

3K is to pricey for me. I suspect that will be the case for 99.9% here. As Lou said, a well ported stock head will work for most here.

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

I likes this thread..

I was all excited last time when Tilley was supposed to produec one.

I will follow this.


Greg

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http://www.youtube.com/hyperpack

I've been thinking about doing a billet cross flow head for some time. I'd be interested in one, and I think 3K is reasonable considering the very low volume production of something like that.

Do an MSD Universal Crank Trigger kit. Your going to have to do some fabrication in any event.

All you need is an even fire six cylinder crank trigger. 120°

CJ

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Part of Tyrde-Browne Racing

The bad part about making the head a lot better is that you will soon be finding the limits of a stock crank and block. There was already a group buy done on billet cranks, some are still floating around and at least 1 could probably be bought.

You will also find that just like every other time an aluminum head gets brought up, you can't get enough people to agree on what they want/need to make a run of 12.

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Official Cookie and Mater Tormentor.

I'm waiting to see what Edd's experiment comes up with...




-D.Idiot

?
Why do you think a crossflow would be better?
How much hp would a crank trigger gain you? .5HP if that.
A seriously ported slant six head willl flow about 220 CFM . That will make 450+ Hp under normal circumstances. Most of us arent there yet. Maybe some are close to 300 but the engine is capable of more.
We need some cam work more than head work i think. I have come to believe we dont actually have any cams well suited to the normally aspirated slant six in particular. We just have grinds that worked good on other engines and are now stuck on a slant 6 core.
I beleive we need a much higher lift with a fairly short duration but very quick ramps.
I have come to believe that despite all the time we have had slant sixes we have just scratched the surface of their potential.
Don

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Don

No the limits are there and the slide-rule designers left us a 50% fudge factor, in case they made a mistake on what they needed the engine to do...

I think that Cameron Tilley has left us with the final bar to jump over...and left us a very good challenge to gussy up toward...

If you had the $$$ to spend you could push the limits, but between Doc pushing the limits on the "lightest engine"... and the fact that a few racers burned the $$$ for a roller cam and a billet crank we are at the limit that the block is going to allow us without some evolution, and we don't have a lottery winning patron who will cast us those wide bore blocks with large ported heads... We are restricted on our cam cores, stock head design, and the engineering of the block oiling system and bearings... once you get to watch some of the drags and see what is in play, we are much deeper than the surface and even current technology can bring out those last few HP, even going to EFI, with a crank trigger and an MSD-7 programmed ignition per cylinder is still limited by induction, head prep, and how much abuse the bottom end will take when pushed to the edge....


Once Alice goes down the rabbit hole.... it's only a matter of time before the queen is yelling off with the head...

-D.Idiot

Sometimes the reason for crank trigger is simply to make room on that side of the motor for chassis clearance, room for a dry sump, etc..

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Official Cookie and Mater Tormentor.

Oh I think we are a long way from the end. Turbocharged engines regularily produce huge power in slant sixes without serious block engine problems. That would lead one to believe that the engines are strong enough for that power. Head flow is high enough when modified to produce good power because we know the flow limits and they are pretty good figures for a 37.5 cubic inch cylinder, but we arent quite getting what we should. Cams are from most manufacturers just recycled chevy grinds on others cores. We need some serious Slant six work. Considerering our cylinder cu inches 187cfm intake flow should be sufficient flow for serious serious racing and we can exceed that and do on the flow bench.
I suspect we need something in the 236 degree range @ .050 with .600 lift. You all may have think we have reached the end but I intend to push a bit farther. It should be possible to get around 400 hp Normally aspirated. The RPM limit because of the huge stroke may be a factor but I think there is more to be had. I intend to find out.
Don

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Don

I know at least 3 teams that have already experimented with up to .700" lift.

Mike Jeffrey has a flow bench in his shop at home and has experimented with tons of cam profiles and port configurations. There aren't but maybe 3 people on the planet who have tested more Slant pieces than Mike. Anything that showed promise was tried in the car. Not everything that looks good on the bench works well in the car though. I won't tell you what Mike found, but I will tell you you're thought on camshaft are what Mike went through 10 years ago.

Mike and others have found a lot of weak parts with nitrous. Problem with nitrous is that it is so cold, and stuffing large quantities of it into a small bore/chamber makes things crack like crazy. Also the stress loading on the bottom end gets pretty outrageous.

You are correct though that the turbo is the holy grail of Slant horsepower. There are a few really fast turbo cars running now. The biggest horsepower one has never had a set of slicks on it though. I am fairly certain that if you ever hook up a 600+ horsepower Slant you will find out in a hurry where the weak parts are. The best part is that you can use a boost controller to limit the effect of the hit and bring it in a lot more gradually than you can with nitrous.

I am working on a new nitrous setup for my junk now. It will be the same thing that has been tried before, only I have a couple thoughts on what I want to do differently. I may be real fast, or I may drive over the crankshaft. Don't matter to me, you gotta get dirty when you're digging for gold.

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Official Cookie and Mater Tormentor.

Aside from opening the ports and larger valves, whats the limiting factor on the head now?

Obviously it could lose some weight.

Port runner shape?
More efficient bowl area?

I would think a straight shot from the port opening to the valve would be the best improvement, correct?

In other words if you were going to design replacement head (not a crossflow design) and keep the stock valve train what would be the area you could most improve?

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