Hello everybody. I guess I should start with I'm working on a '65 c10. I was going to do an lsx swap as I'd like my truck to be a reasonable driver but this 292 setup kinda fell in my lap. I was just going to flip it to make some $ for the lsx but I'm liking the quirkiness of this engine. Currently it doesn't run. I'm assuming the carb is just really dirty from sitting. It will run on ether though. So here's where I could use some guidance. Is it worth doing some kind of 2bbl carb swap? Or is going 4bbl the better option. All out performance isn't a concern but mileage is. If 2bbl is worth it, what one is recommended?

That is one way to get up and running but I have to confess that I'm a efi/turbo guy. I understand and am comfortable with that stuff, but carbs seem like black magic to me. haha. I'd really like to do a mpfi setup. I would really like to get my hands on one of those Brazilian heads. Does anybody have one they'd like to sell? Or maybe have connections that can get/ship one? That would be the ideal/simplest solution to doing what I'd like, but might not be an option due to availability. I also did some research on splitting the intake ports on my stock head. That's an option, but just bolting a head on would be so much easier. So, is the Brazilian head even accessible or would I be stuck adapting one of our's? Either way, I'm capable of doing all of the fab work but dividing intake ports would take some time.

So what's your thoughts? Throw a carb on it for now even though I have no idea on how to tune one? Hold out for a Brazilian head? Maybe try to find another head an start mutating it?

The Brazilian 12 Port head is always an option, it's just that they end up costing much more than they are worth by the time its gets shipped up here. TBI setups have worked well with the siamese head if that is another option for you. What kind of HP goals do you have in mind?

Best way to get better mileage would be to add a 4 barrel, intake, headers, and HEI. Also adding an OD trans would helps things Alot. You can turbo charge a stock 292 to as much as 10 pounds. Guy did it and loves it. 10 pounds will put you at something like almost 350+ hp....rough estimate cause I'm not sure on how much hp per pound of boost. My thoughts....Purchase a set of turbo pistons from Tom Lowe at 12bolt.com and a turbo cam. Have some head work done...Lump port..1.94 intake and 1.60 exhaust valves installed. Then a stock rebuild and balance from there. The stock piston is capable of boost, but is cast and heavy. Better to find forged pistons that are lighter. Check out Tom Lowe's sight and videos on youtube...he has a turbo charged and fuel injected 292 in his el camino. Thing moves! He's apart of this sight as well..TLowe is his user name I believe. I just did a 292 as well. You can see it in other threads I've posted. It'll be making around 300 hp and 330 torque naturally aspirated with boost still an option. TJ

This is where my interest truly lies right now. MPFI not TBI I'd be looking to have around 300-350whp. That doesn't mean it has to be that high just cruising around. I'd probably back the boost down and put it around 250-275 to daily it around. Do you think that a healthy stock bottom end with the Brazilian head would handle that reliably? If so, I know that I could package a nice little kit on it either using the stock efi intake or fab a custom one. Do you have access to one of these heads? What would you expect me to have to pay to have one in my hands? If you don't want to post that kind of info, feel free to pm me. Thanks.

Tuning a carb isn't too difficult once you start in on it. Honestly I'd recommend starting with rebuilding the one you've got now. A rebuild kit will only run you about $40 or less and you can learn on the one there now.

That's what I did with my 250. In fact I had the same thought you did: I bought my 68 Camaro thinking I'd pull the engine and toss in a crate 350 with EFI. Ended up liking the 250 and the attention it gets but didn't like the lack of power. I fixed everything else on the car first since the 250 ran (but not well) and last summer managed to get first place in mild modified at Camaro nationals. I had all sorts of attention while everyone ignored the two built up V8's on either side of me.

So I got hooked.

I rebuilt the 1bbl about a year ago (before the car show) just to get by so I already had my hands in a carb though it wasn't a lot. At the show I decided to just go full-in on the 250.

First thing I did was buy a set of long tube headers. Tried them. Didnt fit. sent them back.

Ordered a set of Langdon headers and ran a single 2.5" exhaust. That really woke the car up! Now I was onto something!

So I found a used Holley 8007, 390 CFM 4bbl carb on ebay for about $100. It was a steal but needed a complete rebuild so I bought the rebuild kit and dug in. Set everything to factory specs on the carb, then bought an Offy 4bbl intake. Put it all together and she scoots now!

Still tweaking the carb a bit. Fought against and won a battle with a vacuum leak. Now figuring out the power pump (she stumbles a bit when you floor it). I think I know what the problem is there. If we didn't constantly have snow right now it'd be fixed too.

Now I'm debating on what's next. I'll probably pull the engine next winter for a full rebuild. I might do a cam now, though.

All in I've spent about the same amount as I would have for a crate 350 but I now have something very unique and about the same power. I can get more power out of her with head work and a cam but I don't feel the need to do that immediately like before. I'll probably change the transmission next (2 speed powerglide with a 250 just doesn't work well as a combo. I'm thinking 700r4 but still up in the air).

Long story short: The inline 6 is a fun, smooth, quirky and unique engine. With the right intake, exhaust and carb she'll go pretty good. If that's not enough throw a turbo on it and it'll keep up with most built V8's out there. Without a turbo a built inline will keep up with your run of the mill V8 without a problem. I know my car is faster than my buddy's stock 68 327 and probably more fun as well.


edit: I'd recommend staying away from MPFI. I thought I'd go that route as well but after talking to Tom Langdon and others on here decided it was a bad idea.

MPFL would be fine if running a true 12 port head, but fuel injection with the stock type head proved not very useful because of the siamesed ports. My 2 cents. TJ

Why not just buy a Mike Kirby head? Yes it a good buck to get BUT By Far Better then the Other. And it will OUT flow The other.
at this point.

gbauer, I might end up doing that if that's what it takes to get my truck on the road when the time comes. But I have to admit, I have no clue what it is you're talking about. haha. And I still have a while until then as I have a lot of work to do on the truck itself.

I guess this thread really isn't going to be to productive since I knew what I would really like to do to begin with. I didn't know if doing a 2bbl and opening up the exhaust would really help this thing out. Doing a full on engine build is something I couldn't justify. For that much money I could build a stout 6.0 that is far superior in everyway except uniqueness. Doesn't make sense for a driver, huh?

Hopefully somebody can lead me to a Brazilian head. Then I wouldn't have to worry about what to do while the rest of the build is going on.

I wish it were that easy. While all out performance isn't a concern, $$$ is. From what I've seen for the price of his bare head I could buy 2 6.0 drop outs around here. I'm not trying to take away from his products because they speak for themselves. They just don't fit in with what I'm wanting to do or can afford.

If your looking for economy a 292 is not the best place to start - lots of torque - not so good on gas.

You might want to consider a vortec 4200 - if you can find a complete 2wd trailblazer thats been bent in half - you can use the engine and trans + its MPEFI from the factory - 275 or 290 HP inline 6. Locally at the u pull it yard we can get a drop out for ~$700 with the harness, pcm, dressed engine and transmission. In a C10 driven normally you'll get ~24 mpg highway. The extras you would need is a rear sump oil pan and a pickup tube out of a 5 cly. colorado. Strip the harness and reprogram the PCM to kill VATS and wire it in.
Engine mounts (home fabricate) and an EFI fuel system round out the extras. 4200 projects + info

You should just post this every time as your sign off info.

Such as this from Beater.
_________________________
"I wonder if God created man because he was disappointed in the monkey?" Mark Twain


MBHD

I've hooked several people up in the past with one of those heads, but it isn't an overnight thing. They operate much differently down there in Brazil than we do here in the US, so it may end up being a couple of months before they can find one and get it shipped. They also are proud of those heads, and many are still in operation and on the road because they didn't come out until the mid to late 1990's, and that is what they use down there for racing also, so they don't really last too long in junk yards before they get bought up.
The last one I got priced for a guy was $600 for a complete head, but "as is", they don't tear them down or clean them to pressure test or magnaflux. Then it's $300 bucks to ship it on top of that. And like Larry said, they don't flow very good. Not sure what the current market price is on one today though, i'm sure its that much or a little more by now, and so is the shipping.

Wouldn't this be a perfect application for one of CNC - Dude' s 2 bbl manifolds? Hint hint jay 6155

Rickoner.
A 292 with a 2 barrel is still some what starved for fuel. If your not wanting to put a ton of money in then I'll repeat myself. A 4 barrel, headers, and hei will help alot. Those and a 5 speed or some type of OD trans. That combo will get you better mileage and a little more power. Your mileage on the highway cruising in 5th could be as much as 16-17 vs 10-12 stock. It all depends on how you drive it..if your foots in it all the time don't expect great mileage, but if you cruise it since you only want it as a DD( I think) then you'll notice the mileage change. Don't expect a huge increase in power with just the 4 barrel and header and hei swap. 20 hp and 15 torque in the max increase but noticeable. The brazilian head will probably cost a whole lot more than just taking the stock head and lump porting it and having bigger valves put in. Price that as well. I believe it was $800 including parts for me to have my stock type head lump ported, bigger valve grind, .030 shaved, bbc studs installed, magnafluxed and checked for cracks, valves and valves springs installed...completed head for $800. Not bad at all. TJ

Now is definitely the time to decide: Build the 292 or sell it and get a V8.

That said I'd probably just get what you've got running on the cheap and try it out first. Besides if you do sell the 292 you'll get your money back out of it if it's running when you sell it.

Don't be afraid of carbs. They're really not tough to work on. In fact they're probably easier than EFI because they're less complex. Besides if you just worry about getting it going you can spend more time and effort on the rest of the vehicle.

Thank you to everybody for your input. I greatly appreciate it.

I'm going to give the 292 a shot since I have very little $ in it and it's already mounted in my truck now. I'm going to build around it for the time being. If I can get a head I'm going to go that route. But if not, I'm thinking I'll just do as gbauer suggested and rebuild my stock carb. Try to get a feel for everything and go from there. If it doesn't work that good for me, I can always do the LSX later.

Cnc-dude, I'm going to try to send you a pm.

This is a time when I agree with efi-diy. If riconer sees his choice being between a 292 or a V8 then he is in the 4.2 zone. He says he is a EFI/turbo guy, all the better. Why not go to the modern inline 6. It is clear that he is not bogged down in old time 6 cylinder folklore.
We now have at least a half dozen 4.2s in our local chapter and those guys are active in our group. They are almost a subclub. Marc's and other's work has helped to solve many issues that used to make these engines more difficult to use. It is getting harder to argue with the power, milage, and cost if using a 4.2. I am even giving some thought to putting one in my '68 flatbed instead of the turbo/efi 292 i've been not building for years now.

Your right Beater, it's getting harder to argue the practicality side of the 4200 swap anymore. Your starting off with a 150 HP advantage right out of the gate with the 4200, and anything you do to either engine at this point, the 4200 will always have that 150 HP lead over the 292, and still be cheaper and get better MPG as Marc keeps pointing out. Plus, the 4200 is an all aluminum engine and lighter than the early iron engines, so they are cheaper to ship if you find one on Craigslist.

Not to highjack the thread...but exactly how much hp does the 4200 have? And what were they in...blazers? TJ

The 2006 and up 4200's had 290 HP in stock trim and are only 256 cubic inch, compared to the 140 or 150 HP of the 292, and later year production 292 were as low as 115 HP. They are in Trailblazer's and other GM products like that. The pre-2006 4200's still had 275-280 HP. So they have a much higher HP to cubic inch ratio and technology on their side that makes the difference.

The 4200 is a good engine, but don't they look kind of ugly for an early car. With all the plastic covers, casting bumps they look strange to me. You open the hood on new cars and could be electric or a wind up motor for all you can see.

I just think of all the modern street rods that use covers to hide the engine.

Does not look like a mean nasty high horsepower engine.

Just my thoughts

X2 ! Harry,

the 4200 engine is a great performing engine & responds well to mods.

The 4.2's were never made to look good w/out there plastic covers & what not. Hence, they are ugly.

I like the look of the 194-292 engines.

I think if you were to be more practical, an LS series engine is the way to go.
More parts readily available, aftermarket parts for every part of the engine you can think of.

Just some of my thoughts.

MBHD

That's perrty neat consider the amount of money it takes to make a 292 make 310 hp. lol

Harry and Hank I agree with the looks thing that is why I put, "It is clear that he is not bogged down in old time 6 cylinder folklore." We know what a hot inline should look like, but maybe it's not too for some others.

Harry,

Guess you have not seen a recent picture of my 4200...

Once you toss the plastic air box, pull the intake/cam cover and then put some paint on them they start looking better.

Just ask some of the guys that were at Colorado Springs last summer...

Are you saying a Jag inline DOHC six is ugly .. its got the same bumps as the 4200... ( just curious if you got the same opinion of ladies with bumps in the right places... haha)

Having started with a 292 - then moving on to the 4200 - I wouldn't go backwards period.

Lots of room in the C10 to install the 4200 and it'll look no more out of place than if a LS went in. Plus the number of people that stand around going what is it... draws people in.

Try one day you might like it...

Lets see some pics.

Are you saying the 4.2 looks just like a Jag inline 6 DOHC?

Do you think the 4.2 looks like a sexy/good looking engine?

That inline 4.2 would look totally out of place in that truck as compared to an LS engine, that is the norm now a days. LS, all the way, jump on the wagon.

I am sure once you install a turbo LS engine in your truck, you would never go back to a 4.2 either.

You should try one out.

MBHD

Can you post a pic of your 4200? I've never seen a real, live unicorn....

This 4200 is kind of sexy
http://www.enginelabs.com/engine-tech/ho...ne-turns-heads/

Gary Harts vesrion isn't too bad either.

http://www.vortec4200.com/forum1/viewtopic.php?f=10&t=1099&start=30

Ouch!!!

16.5 @ Hot Rod Drag Week.

https://www.youtube.com/watch?v=kRLZB3E4jhA 2:38:54

http://www.autorooster.com/0-60-times/chevrolet/trailblazer/

stock heavy trailblazer ET 1/4 mile: 16.4 sec

How much does a 4.2 Trailblazer weigh? 4000 + LBS?

Same old-same old- The 4 banger guys thought the '32 Ford Flathead V8 was ugly but it kicked their asses anyway. I thought the first 270 Jimmy I ran against was ugly until I watched that big long orange valve cover go by. Beauty is in the eye of the beer holder! Like a lot of you I've grown fond of our old timey inlines and I know what they are but I like them anyway. I didn't want a new Davey Crockett either but Billy Bob kicked it. That said it's not the looks of the 4.2 that impress me, thats why we have hoods/

You said it right, "Beauty is in the eye of the beer holder! " But also, to each there own.
I've been called dumb for building a six in the 80's
I could have had a V-8

The old 6's do need some touching up to look really nice.
http://sissellautomotive.com/engine%20builds.htm

A stock looking 194-292 does not do it for me, but they do clean up nicely.

MBHD

A 4 wheel drive trailblazer is mor like 44-4500 pounds. Only 3 gear ratios were used 3.42,3.73,4.10. Most were 3.42, some 3.73 and very few 4.10. Jay 6155.

Thanks for that.
I do not think Gary's old pick-up weighs that much? Could be wrong though.
https://www.youtube.com/watch?v=kRLZB3E4jhA 2:38:54

MBHD

According to this, 2wd 4417lbs and 4wd 4600lbs. Of course that's for the regular wheel base model. The Long wheel base would be even more. Pretty heavy for a 6 cylinder vehicle in my book.

http://www.new-cars.com/2002/chevrolet/chevrolet-trailblazer-specifications.html

That just means there is a market for someone to design and make stuff for them. Leo's engine made 1150 HP with a mild tune. I can venture to say a 292 will never make that much HP, and if it ever did, by then the 4200 would be making 1500+ or more. I've even seen one that is claimed to make 1800 HP with a blower.

How much can that old Chevy truck weigh with the light 4.2 engine?

MBHD

my old mostly stock inline 6 did 13.2 in the quarter.

S52 M Roadster. Warmed over a bit but nothing too crazy.

The point isn't to see how fast a new engine can go. The point is to see what we can get out of these old iron slugs.

I kinda like mine.

[img]http://m.imgur.com/3CV2lQ6[/img]

Actually I have a LQ4 in my malibu wagon.. just don;t talk about it on here..

As for Gary's mid 16's et - his turbo center section had issues and it was only making like 5 psi - the compressor was rubbing on the housing - that why they dropped out. I was there when he pulled the plug.

Since then he has installed a bigger turbo and is tickled pink with it. Its become his daily driver.

Want to know more - go talk to him.

What should have Gary's smaller turbo 4.2 have run?

Are you saying he did not make a full pass on 5 PSI?
Seems like the ET matched the MPH?

Glad Gary is happy on how it runs now.


I would like to hear more about fast ET's with the 4.2 instead of reasons why the 4.2's don't run good.

Street cars, drag cars do not really get my attention, they should go fast, they are a drag car, right?

Cars like this impress me. https://www.youtube.com/watch?v=m7XfT9ot8EE&index=58&list=FLC47WILAMLZIhl7pE8DUelg

@ 1:20

MBHD

There are several guys over on the 4200 forum running in the 11's in the 1/4, one is 11.26 in a Camaro, and Marc at an 11.60 with his truck, and one guy an 11.88 N/A and quite a few in the 12's. There just isn't any discussion of it here so I guess people think no one is using these engines but Marc. There is actually more going on with those engines out in the public than we realize.

That is good to know.

I don't know why people do not like to post there times here.

Unless its a street racing vehicle & needs to be hush hush.

If I were to constantly push to do a 4.2 swap with the 4.2 engines here on this forum, I would definitely let people know what I personally run & others.

Need proof of times & videos, not just talk.
Post away with pics, vids, etc.

MBHD

They have plenty of videos over there and proof of their performance. Just go over there and look for it. You can browse their threads without having to join.
4200 forums

What's the point of swapping in a 4200? Might as well swap in an LS.

I don't care that it's an inline engine. That's not the point. As I said above I had a 3.2L inline pushing 300 hp/tq and I'd never think of putting it into a classic car. That misses the point of having a classic completely.

How about an S54 BMW engine? 350hp/ft-lbs out of a 3.2L. Why not slap that in? Because it's not a classic engine.

Inliners International, in an effort to appeal to a larger base (i.e., younger gear heads) has embraced all inline engines in their mission statement, whether they be antique or modern technology. They even allow records to be held in their classes, with a "contemporary engine" denotation to accompany their times.

I realize that change may not sit well with purists but it was deemed necessary to remain a viable entity. Otherwise II could go the way of Buggy Whip Advocates International as our roster ages and dies off.

I sort of see it that way also.
I took on the inline 250 6 just to see if the under dog six can keep up if not beat a lot of V-8's.

I think guys in general want to have something different & run an inline 6 instead of the "Norm" V-8 engine.

But if you are wanting to run as fast & as practical (money wise) an Atlas 4.2 is not the way to go.
An LS series engine is what makes sense.

Sure ,some are doing an 4.2 engine to be able to run a certain class of racing, but I think others just want something different.

MBHD

Seeing a 6 cylinder in my year of trucks is very rare. I try to encourage anyone who is considering a 6 cylinder to go with the dream....but normally that slaughtered by a ton of v8 guys. lol You think they're getting upset that a buzzin half dozzin is capable of making the v8 look like a 4 banger? lol Sometimes I wonder to be honest...

The point is that it keeps it inline powered and is the logical step forward in hotrodding. Just like the Stovebolt guys that swapped out their anemic 216 or 235 for the more powerful GMC 6 cylinder or even later more modern 250 or 292. Even if your not out to set any records or rip up the pavement with awesome power, the early hotrodder often realized that it was more economical and smarter to just swap in a more modern powerplant than to spend more rebuilding his current engine and ending up with less. The Atlas engine is also the natural step forward just as it was back in the Stovebolt days. You actually get so much more for less than if you built or rebuilt the older vintage engines. Nothing wrong with keeping the old engine in place, just realize there are better options even down to the guy that just want's better mileage or dependability with computer controlled electronics and hands off driveability.

Lets see some pics!!!!!!

No body here has seen this elusive 4.2 in your truck. Time slips, videos etc.
Only work in progress pics IIRC.

Did it get a complete revamp?

MBHD

If that's the case then swap in an LS.

Or even better...swap in a cummins.

That's what I am seeing TJ.

At my home track guys are showing up with 6000 pound Cummins powered Ram trucks tweaked to run TENS! and brats with turbo tuner four cylinder Civics and Colts running NINES! on test-n-tune nights.

Those guys are not that far removed from the crazy-assed kids of decades ago that decided to embrace their old stovebolts instead of hopping on the OHV V8 bandwagon.

Its a big world - there's room for all,

https://www.youtube.com/watch?v=SKc_U_Q2s-o

https://www.youtube.com/watch?v=r3AXBW8Bgf4

MBHD

Thought about a cummins 5.9 for my 66, but went with the 6 banger cause I had already started dumping money into the project. lol Plus I have another truck for the cummins swap so i'm good here. lol

All that Chevelle needs now is a jake brake!

It should also be noted that no thread or post here is required reading. If you see something that might upset you, you are free to pass it by. If you decide to take a chance and read it anyway and it twists you boxers just man up and move on. We don't all have to agree and we don't all have to have the same goals. The "point" is not the same for all of us. We use our engines and vehicles for different purposes. No one has to prove anything to any body. The common link is Inline engines. Variety is the spice............

I don't think anyone is offended here (certainly not me). Just pointing out that if top-end power is the concern no inline 6 is the answer.

...unless you're going with a 2JZ single turbo...

It took 40 years before the Ford V8s finally ended the dominance of the antiquated Offy inline fours in the Indy 500.

Just sayun'...

Yes but we're already 40 years past 1975...

I guess the point I'm making is that if someone wanted to make big power then they wouldn't likely be here. Can you make an old 6 fast? Yep. Is that why I have one? Nope. I decided to keep mine in my camaro because it's different. It's old. It smells bad. Only a handful of people still have them in their Camaros.

If I thought about going with a 4200 I'd probably think a whole lot more about going with a 350 or LS.

Inline 6 isn't the answer for top end power? lol This one make 1000 hp at 8000 rpm. Just sayin. https://www.youtube.com/watch?v=S7rCGda4Ab8

...and a blown LSX can be built to do 2,000 hp.

...but that's not the point here, is it?

How about a blown 350 SBC? You can make one that'll put out 1,500 hp.

Maybe a 2JZ? http://www.topgear.com/uk/car-news/modified-toyota-supra-drag-racing-record-2014-10-23

But at that point we're probably well beyond the means (or aspirations) of 99% of us.

And another point,not necessarily "the point", Is that a few years ago a new design inline 6 cylinder came on the scene. Guys like Marc saw that it had great potential and started trying to develop it. They made the parts they needed because none were available. They brought their findings and enthusiasm here because this is a site dedicated to Inline engines. They were largely greeted with "It's ugly, It has too much computer stuff. It won't fit. etc. " They kept at it and now there are cams. tranny adapter, pan, simpler wiring, mounts, and lots of experience and tested information. They still get the same old same old every time a 4.2 is mentioned. Kinda; like bringing up a 194 head.

How similar is their work to that of Horning, Fisher, McGurk, Self, Sissell, Kirby and others that helped develop the more "traditional" engines. It's really the beginning for these. The 4.2 belongs here because it is an inline engine. The V engines don't and aren't so it doesn't matter how much power they can make. The comparison should be to other inlines. If you don't like them that's OK, but they are here and they belong. I like my flintlock too but I probably won't grab it when the bad guys show up. Tradition deserves respect but modern has some advantages.

I think all this "point/counterpoint" sparring is healthy for the forum. And congratulations to all the participants for keeping things civil and avoiding personal attacks.

I think you really hit on something. Personal, that is exactly why we are here, that is how we choose our engines and what we use them for. It is all a personal choice and therefore we often take challenges or criticisms very personally. There really are not a lot of other reasons to be an Inliner other than some personal decision. It certainly couldn't be based on logic.

Great!!!

Lets start talking about the 194 head.

MBHD

Truth be told...you can't compare the inline 6 to the v8...two entirely different engines that were made to serve two different purposes. If it wasn't for poor head design the inline engine would have been a v8 threat from the get go. Just lump porting the head and installing sbc valves is over a 30 hp bolt on. Add more lift and better pistons and yer over 100 hp add on. But like all inliner's should know...the 6 cylinder was made for low end power and the v8 for mid rang and top end. And unfortunately it cost a lot to hop up an inline but imop its worth the smile after.

Hank there is at least one 194 head in the stuff I hauled home yesterday. I guess I should have just left it but Dave said I had to take everything. I can use it to hold the tarp down that covers the good parts.

Great!
Mark my words, now that people know you have a small chamber 194 head, you are going to be contacted about selling it.


MBHD

I've had one for several years but I was afraid to tell anyone. I've kept it hidden and never told anyone, but now with two I can use them for bookends. I almost sent you a PM once but I wasn't sure I could trust you to keep my secret.

I believe I know someone who wants one now.
Should I send him your way?

MBHD

Sure, Why not? I'm out of the closet now.

You got a 194 head? Now I am jealous! lol

I'll start the bidding...

THREE cast iron, crossflow, 12 port Blue Oval experimental prototypes...

It's about time you came out.

Ok, The guys name is Ray & his would like to know the cost of the head plus shipping to zip code 33583.


Thanks

MBHD

Methinks I know of whom you're speaking... Does it float?

Regardless I still say he's going the wrong way on it. Should get a cam and bigger carb and do some head work. I don't think he can do much if anything on the intake and exhaust.

...but a nice bottle would fit in his rig...

[quote=gbauer

Regardless I still say he's going the wrong way on it. Should get a cam and bigger carb and do some head work. I don't think he can do much if anything on the intake and exhaust.

...but a nice bottle would fit in his rig... [/quote]

I hate to go & put a larger camshaft w/out being able to bump up the compression up a bit.
With the factory tolerances, most would be lucky to have 8.5:1.
More likely has 8.0:1
The guy does not want to put different pistons in the engine.

Just a bolt on a compression increase, enter the 194 cyl head!!!

This is an easy way to bump up the compression.

I would install 1.85" intake valves , 1.6" exhaust valves, mild port job.

Hate to repeat myself , but when I ran a 194 head, it was by far best my car ever ran naturally aspirated.

Other guys have set records when running a 194 head.

Not bragging mind you, my car ran 14.3 (which I feel is slow) in the 1/4 mile @ 3000+ ft altitude track, with a 10:0 compression large chamber head, Clifford headers, wide ratio Muncie 4 speed trans, Clifford intake & 4 BBL carb, & 4:10 rear gears.

I later switched a shaved down 194 cyl head, ran 12:0 compression ratio, each cyl had 220-230 psi of cranking compression, I also later switched to 3 DCOE 48 MM Webers, & installed a TH350 trans w/a 3500 stall converter.

With that combo, it ran 13 seconds in the 1/4 with a 4 BBL intake & also with the DCOE's, but much better authority & better fuel distribution with the DCOEs.

A nitrous system works great also, would not recommend one in an engine with cast pistons though.

I just got tired of getting the bottles refilled constantly.
It get's old pretty fast IMO.


MBHD

Do you have the chrome reversed fleberhousing gaskets that go with those or are they extra?

That is a long way to ship a cast iron head. There have to be some closer that here.

[quote=Beater of the PackThat is a long way to ship a cast iron head. There have to be some closer that here. [/quote]

There probably is but he cant seem to find them?


MBHD