Cylinder Head Update: Initial Head Details
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- čas přidán 6. 07. 2023
- As promised, an update on the new cylinder head design for the Ford 200. I go over the basis of design, crossflow, 2V vs 4V vs turbo manifold, exhaust ports, etc. More to come soon.
Sorry I get a little rambly since I filmed at around midnight.
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The inline 200 owners are excited to see this project
I came for the seized 200 engine videos (got one in my 66 Mustang), stayed for the progress videos and subscribed as soon as I watched the head videos. I was just looking at Toyota crossflow! 4 valve heads yesterday thinking how cool it would be to graft one onto my little 200 in-line. I am completely on board for this.
Sir, I enjoy listening to an engineer. I have worked with different companies that use CNC machines, as well as lathes, drill press, ect. And automotive machine shops. I contacted Edelbrock in the late 80's for an aluminum head for a Dodge slant 6, they refused to even talk to me about it .
That was before Edelbrock sold.
would be awesome if 2j cams,gears, valves etc were used ,it would make parts availability, prices & selection killer!
Personally I would like to see a head based on the crossflow head Australia got for the 250s. Maybe have stock geometry but you could improve the combustion chamber as well as utilize larger valves. I have a 250 and would love to get a crossflow head but they are hard to find around my area. This way it lets us use common and available parts for the small straight 6s but still allows a huge improvement. But I would still like to see whatever you come up with! I will not be rebuilding my 250 for a while so options are open.
Thanks for the update, I would prefer an intake style that has the 4150 carb flange to support other aftermarket options.
Not everyone uses EFI or a turbo please keep that in mind too .
Not to worry. We've kept that as a ground rule.
This is super cool, I would love to buy an improved cylinder head for my Ford 300
Have you looked at all at the ATCA racing series in Argentina? They use an dohc ford 300 block destroked to 3.0l.
I have but you can't get them here in the U.S. but we did pull some inspiration from that head.
Oreste Berta S.A
I'd reach out to one of the companies that builds the engines.
you mentioned the 68 ford 200 block. Im here for the ride and experience, but god dammit i sure hope this fits on the 66! my mustang gonna be Unique as HELLLLLL!
also if this head is close enough to the 2jz where the already existing 2jz aftermarket work on it... Holy shit man, this i6 will RIIIIIP
Should fit any 7 bearing 200 block.
No, you can't use the existing aftermarket 2JZ.
Have you looked into david vizard's polly valve deals he staggers the size of the intake and exhaust valves and played with the height of the exhaust valves in the chamber
I did some research on this and it's some fascinating stuff. Thanks for telling me about this!
@@enginegremlin might as well if you are going 4 valve and designing the casting
I have been thinking of putting a strait 6 300 in my Crown Vic.
That would be pretty great
Seems like they were looping the oil between the crank and cam.
Do you have any thoughts on availability of forged pistons for boosting the 200? A custom set can be ordered for a couple thousand $$$, but the affordable cast pistons are “said” to not be able to hold up to any performance boost level. I’m installing a Sniper 2300 on a 2V modified OEM head which can control for boost up to one atmosphere, but I don’t want to break my cast piston lands and screw up my engine. But I would love to run a centrifugal supercharger or a turbocharger.
So cast pistons are good up to around 300 HP sometimes 400 hp for really good ones. For good forged pistons, spool makes great ones that are good to 800 hp to 1000 hp but they may not sell them without the Conrad's anymore which would drive price pretty high. Also, the 67 and 68s came with forged rods.
Thanks. I’ve got a ‘65 two door Falcon with a 200 I6. I’m considering a centrifugal supercharger that would only pump around 7 psi. So my estimate would only be around 180 HP, and I think I can control the heat with the Sniper and the matching Hyperspark ignition and distributor. In the aspirational stage right now. Would have to mock up a mount using the power steering pump boss and figure out how to fit the heat exchanger and air piping. Getting ready to fit the new engine and T-5 trans so the power adder is a bit in the future. Really appreciate the advice.
so this head will only be for boost applications?
This is a great concept but seems like a lot of work. I'm just an owner of a 1965 200 Mustang that happened to buy a Classic Inlines cylinder head and manifold and found your videos on it. Wouldn't a straight 2JZ engine swap accomplish everything you are wanting but be easier?
Could this cylinder head also go on to the 308 Hudson Hornet engine?
Interesting question. Doubtful but I'm not familiar enough with the Hudson's flathead six to say with certainty.
what happened to the vintage aluminum head?
Do you know who is selling the Barras up north? I'm am very interested in your head. I can't wait.
Not sure. I'll ask around.
Reach out to Hermes Motorsports. They know more on this and were the ones that informed me about them.
Ok great thank you.
Skip the 200, go straight to.the 300. Your doing almost exactly what ive been mulling over for about 3 years, but for the 300. I figured go for 2 valves and run the stock cam (for simplicity and parts availability) in the ohc position with cam followers reaching over to the 2 valves on either side of the combustion chamber. Block the lifter bores or make them into oil fittings to feed the ohc if need be. Run a partial cam in the block just far enough back to turn the oil pump. Modify the cam timing gear to turn a sprocket that runs a timing chain to power the ohc. Now i aint no engineer, just a mechaninc/ farm boy so im sure theres nonless than a million things I'm getting wrong in my approach, but i figure its totally possible.
Some guys are rigging LS heads to fit on the 300 since the valve pattern is the same compared to a sbf which would require a custom cam to swap the lobes. If you dont wanna go thru all that trouble there is a cnc cylinder head from Promaxx performance now where you can get it with the larger 1.94/1.6 valves with the efi head. It still requires a beefy cam to make good power where a crossflow head that has larger intake runners can make better hp with the stock cam. I had the promaxx head for a minute and even with the cnc porter polished the intake runner was only 123 which is about the same as a stock e7 cylinder head on a sbf. I think even getting gt40p heads to work on a 300 would be better than the promaxx head.
@@playinghookywithdavidchapa387 I've seen a couple and that's not an easy swap...but it sure is awesome.
They're huge, heavy, and the head flows awful.
@@thegdfp6447 so, your saying you didn't read my comment....
Side draft Weber's.........
I volunteer as tribute
I think you are overcomplicating things. i am from Argentina and here 6 cylinders engines were common used in a racing category called Turismo Carretera, they were street cars like chevy nova 2 or ford falcon with its stock engine (inline 6). so the engine builders designed head following the some of the original specs of the engine czcams.com/video/uDi4cq0yG4c/video.html here u see a 3liter original block with a actc cilinder head making 390 hp, i dont know what are u aiming for but anythin u need information wise tell me
So we're aiming for a bolt on block that could deliver and handle 1000+ HP with the right block mods (also in work) and components but still be a solid option for anyone aiming for the 250-450 HP range
That thing is insane👌👍
💋 "promo sm"
You are just going to talk this whole time? Pfffttttt. Next.
Sorry. Scorsese cost to much to write the script, Spielberg won't return my calls, and James Cameron's CGI team is booked through 2028