Last week we received good news and headed down to LA to pick up the first two proto type 2V/4V intake manifolds. $1,750.00. While the old cast OZ 2V intakes bolt up to our aluminum head, the intake ports do not line up as they should. This is done by modifying and reshaping the intake ports and/or combustion chambers. As I've stated many times, we simply refuse to take shortcuts or look for cheaper methods of production, which would result in an inferior product. Achieve maximum HP and torque averages, while designing for economy and daily street usage. Note that the cast head saw no increase in flow after .400 lift, thus limiting top end horsepower. to be machined by the customer if injectors are to be installed, for either fuel injection or NOS. Cylinder head, 9 stud, Single Carb, Screw in exhaust stubs, with valve guides, Fits 1968-70 650 Triumph TR6, Can be used on 1963-70 TR6, UK, Selection options to make this a complete cylinder head that is ready to bolt on *CYLINDER HEAD IN PHOTOS IS BARE. Produce a cylinder head capable of 300+HP when naturally aspirated, and 500+HP when boosted. Allows the use of aftermarket manifolds, eliminating additional purchases if currently owned/used. Other points to consider, are the additional cost and frustration of rebuilding or modifying the exhaust system. $28.00 shipping. Notice the large plenum chamber under A dozen heads will be produced and shipped to various FordSix forum members so they can be installed and tested in real world conditions. [ home ] $1,277.50. Allows the use of aftermarket stud mounted rockers, allowing more options and possibly reducing user cost. The first look at Vintage Inlines’ new aluminum head for Ford six-cylinders. You can also view pics in the Aluminum Head Photo Gallery. our goals, rather than settling for Eliminates the need for aftermarket port dividers and its associated problems. Years of development have resulted in what is possibly the best over-the-counter race head in this price range. 10% off on all gasket sets with the purchase of a cylinder head. dyno runs are amazing, but we can't wait till the day comes when we can coupled it with the new head. Increase production time due to the increase in R&D of related parts. We also had In other words, the new head is going to be a beast, when compared Eliminates the need for aftermarket port dividers and its associated problems, reducing user end cost and the frustration of loose and noisy port dividers. One of our major concerns is the ability to use U.S. style headers. Note: No cam seals have been installed on overhead cam cylinder heads, as one comes in your gasket set. The most important step in designing a new cylinder head is obtaining the best distribution pattern possible, even if it means sacrificing CFM. to the OZ250-2V, and incomparable to the US log head. comparison to the current heads available. end torque will come on fast and strong and will keep on going thru mid range into the upper RPM's. have done. We would like to show you a description here but the site won’t allow us. Date code on one head is C188 and the other is C148. But this is the best alternative to actually striking gold and finding an Aussie head. UPDATE 09-09-07 Maximizes location for induction booster and associated parts, as well as reducing the issues and/or problems associated with high exhaust temperatures. and keep within the targeted price. CAMARO CHEVELLE CORVETTE NOVA 1969 SS396 427 3931063 HEADS BBC A-28-9 A-30-9. It is our belief that a reasonably priced, high quality cylinder head, which maximizes the performance within the given design ("best bang for the buck"), will maintain a much higher demand long after the initial release date. We want you to know the facts, all of them, not just what we see fit to present. All these questions need to be considered before we begin designing the new head. Our main goals and basic specifications set forth are as follows, Utilize the stock exhaust pattern and angle, allowing the use of current header designs, The advantages of an OZ250-2V design are as follows, The disadvantages of an OZ250-2V design are as follows, The advantages of a Cross Flow design are as follows, The disadvantages of a Cross Flow design are as follows, Copyright 2012 - Classic Inlines - All Rights Reserved, Produce an aluminum cylinder head capable of 300HP (or more) when naturally aspirated. Quick View. Vintage Dodge, Plymouth, Chrysler, and DeSoto Inline Hot Rod & Speed Parts ... CYLINDER HEADS. As seen in the picture graphs below, the new aluminum head flows nearly the same cfm as two notable V8 cylinder heads, which are able to utilize bigger valves due to their larger bores. the top of the intake runners. Again, he exceeded my Will the new cylinder head be produced purely for maximum power gains, … In the picture below, the aluminum head is mocked up with a header, a triple SU intake, and a raw valve cover. We have built a test engine (273ci) that will blow your socks off. We are working with the foundry to finalize when the next batch will be ready. Quick View. For more information you can read articles on the Design Parameters and Specifications, or you can view pictures in our Aluminum Head Photo Gallery. This Performance Cylinder Head is fully CNC ported for maximum horsepower and torque, making them ideal for high-performance street and light-duty racing applications. Combustion chamber efficiency was also very similar between the two heads, with a wet distribution pattern around fifty However they will be cast into the production intakes and will utilize threaded nipples. When we are ready to market the new head, we will provide all of the information you need to do a the carb, which makes this intake unsuitable for street use with naturally aspirated induction. Utilize existing intake manifold designs which are available for various carburetor options (triple SU and Weber intakes). We will be offering various intakes, the first which will be suited for a Holley 4V carb. You can also read about the OZ250-2V head, or check out the history of the Australia Sixes. they will go to all the effort we have extended in this project. This is outstanding and far Offered by Brown and Gammonds LTD, in the U.K.. What you get is brand new "Laystall Lucas" aluminum head. We may switch to a pressure molded phenolic spacer for the production units, but still need to do a little research to make sure they will work OK. May require a redesign or modification of the distributor,increasing the end cost. May require all new gasket designs, increasing the user end cost. We conducted flow test on the new aluminum head, and a stock cast 250-2V head, for comparison. It is also easy to see the substantial gains in the exhaust flow, when compared to the US log or OZ cast iron heads. and ample gains at .500 to .600 lift. However, this is not the case for intake gaskets, as they can be cut from sheet gasket material available at most parts stores. Allows the use of existing header designs, eliminating additional purchases if currently owned/used. While we are not sure $645.00. I spoke with the design engineer today and after doing months of research we both came to the same conclusion. into huge power gains over the cast iron heads, at all rpm ranges. Hence the demand for such a cylinder heads drops dramatically, just after the initial release date, and production is eventually terminated after a short run. suited to a roots style blower. Or start with a clean sheet and develop a cross flow design which would produce more power, more efficiency. This means the entire chamber is receiving Many of our potential customers purchased headers which require removing the header for starter replacement. Alloy Intake Manifold Gasket Set. We means of doing so, like chamber styles, additional valves, valve placement, and so on, these options were Needless to say, we are very pleased with the results. Allows the use of existing carb linkage for current OZ cylinder head owners, reducing user end cost. This decision would be based on the initial design parameters, our desired performance goals, and our target price. For our flow test we used 1.84/1.50 valves. Vintage Inlines is making the performance upgrade a reality to all the six-cylinder performance junkies, and we should now get a wave of new products to enhance this gem even further. Not knowing the wet distribution pattern Notice the injector pads on top of the intake runners, which need This cylinder head is designed with the 1991-2006 4.0L intake port locations and must be used with 1991-2006 intake manifold, while the exhaust side features the 1991-98 4.0L exhaust port locations and must be used with 1991-98 factory header or aftermarket exhaust header. Once the basic design was selected we needed to re-established the design parameters. Achieve maximum HP and torque averages, while designing for economy and daily street usage. We also installed one on McLearran Racing's turbo charged 63 Falcon, which is sponsored by Classic Inlines. With high velocity ports, fast burn chambers, excellent quench and fuel distribution patterns, the new cylinder head should provide a performance level equal to, or better than that of most streetable small block vee-eight's. As you can see, the aluminum head shows a measurable power increase above 3500 RPM, and, whereas the motor would not pull beyond 5500 RPM with the stock head, with the aluminum head it pulled past 6000 RPM! what gains can be made to the exhaust ports. a half baked cylinder head. Free shipping on many ... NOS 1968 1969 1970 FORD GALAXIE 428 428P/C ENGINE CYLINDER HEAD C8AZ 6049 M SMOG. Design and incorporate a new 4 barrel intake manifold with EFI and/or boosted induction options. Utilize stock valve cover design, allowing the use of chrome valve covers, or Classic Inlines new alloy valve cover. These heads are virgin and do not appear … This head responds well to mild porting above the valves. However, with the new high velocity ports, we doubt there will be any decrease in low end power, in fact we expect just the opposite. $400.00. $120.00 shipping. Such as the clearance between the distributor and the bottom of the intake manifold. With the high velocity ports, fast burn chambers, excellent quench, 11.5 CR capability, 100% fuel distribution, and increase flow, this thing is going to be awesome. Flow bench tests show the alloy head outperforms the standard at all lifts. Hence the decision was made to Allows the use of redesigned ports and chambers for better efficiency and substantial power gains. The new intakes were based on the old cast iron OZ 2V intake, but have been modified to suit our needs. However the production head will use a custom 1.55 with a 20 degree back angle. investment in a stock head, then the "Ultimate Cylinder head modification for your XPAG engine is an aluminum head". This site is dedicated to our hobby, featuring all Chevy/GMC Inline 6 engines and parts. to be machined by the customer. YOU WILL RECEIVE A COMPLETE HEAD. Copyright 2012 - Classic Inlines - All Rights Reserved. Incorporate the ability to utilize both shaft style rocker assemblies and stud mounted rockers. Next we wanted to maintain the stock We still have some minor issues to deal with, as the placement of the exhaust ports is a bit high and doesn't allow enough clearance between the intake and exhaust flanges. Once the approval is given, it will take approximately six to eight weeks to cast and machine the production heads, which will result in a release date sometime in late February or early March. All in all, we are very pleased with the new intakes and look forward to receiving the production manifolds in a month or two. The Toyota 2JZ-GTE’s rival on the street, the track, and the dyno is Nissan’s RB26DETT, the twin-turbocharged 2.6-liter inline six that powered the R32, R33 and R34 generations of the Skyline GT-R from 1989-2002. Maximizes power potential by allowing port and chamber designs similar to V8 style cylinder heads. It is our belief that a reasonably priced, high quality cylinder head, which maximizes the performance within the given design ("best bang for the buck"), will maintain a much higher demand long after the initial release date. This modification requires a custom ARP stud/bolt set, with the studs or bolts being approximately one inch longer on the intake side only. Price $16.00. However, we were getting it dialed in, running low elevens, and were quite sure the Falcon would have ran its best ET's to date that Sunday. There are so many reasons why You simply choose the proper kit based on the type of driving you do, and the performance desired. This custom size valve is being produced by SI Valves, exclusively for the new FSP/CI aluminum head. Limits booster (turbo and supercharger) locations and associated parts. However it will not effect the use of stock valve covers, and provides additional clearance for high ratio rocker assemblies.
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