Inliners International Forums General Discussion Hi Performance 292 Duggan blocks

Does anyone know of any virgin {no sleeves} 292 Duggan blocks that are sitting somewhere in the U.S.?

Any leads would be appreciated.

Further to the posts on being banned, it was not our car but the car someone did show is correct. The class he was running was econo-altered and the aluminum block was painted black. Econo-altered has to have factory casting numbers on everything......NHRA flexed their muscles on this one, you won't see them any time soon. It's too bad cause the aluminum block doesn't produce 1 HP over the iron one, it's just lighter....a lot lighter.

Welcome to the site IGOR. Have you checked with Mike at Sissel's. He has a few customers still running Duggan motors.

Sorry aboput that IGOR.I wasn't sure. That Is a Sweet Ride I must say. I would how ever like to know a little more about that head your running. I see that it is not a kirby ALum head.

Ps WELCOME to the Inliners Board

I'll second that about knowing more about the head. Looks interesting!

yes al. blocks dont make h.p. but for every lb. you take off the car it uses less h.p. to get it down the track.

Imagine, we have been actively engaged in this insane inline motor project for 7 years and someone e-mailed me about a post in reference to us.....on an inline site that was active and current. If this site has been active for 7 years it seems incredible that we didn't find out about it until now.

At any rate, thank you for the welcomes and in reply to the cylinder head question:

Early on in the R & D , we found that the cylinder heads available had an unuseable port ratio of 50% exhaust flow to intake. We've been racing Comp Eliminator in NHRA for 32 years with small block Chevies and no matter how much you improve the intake flow, if the exhast is going to be improved but still remain at 50%, you might as well stop before you begin.

We welded, fabricated, glued, sealed, dipped , siliconed and taped a prototype head together. After going through the phenomona of the IGOR develop[ement{ see inlinesix.com story}
we felt we had a good enough widjet to build a real one.

The head is a CNC billet that we wrote the program for and pushed enter {ya right}. 2 years later the 1st head was finished and it appears to work fine.....now we can push enter.

With the intake and exhaust on the same side the ports are designed without compromise { 470 cfm intake} The cross-flow design we started with wasn't even close.

That being said, we have never thought about selling any, although I'm sure everything has a price.

We'll be on the dyno next month with some new idea's to try. We look forward to a little less destuction next year, heck we ran from October 2004 to June 2005 without setting the valves even once { and IGOR lifts the intake valve 1 inch} and then we can't go 2 runs without throwing a rod out of it. You go from hero to zero real quick in this sport.

Well I have you book marked so I'll be watching it
Good luck and It looks good at this point where did u ever put the plugs for a cross flow?

The position of the plug was also limited by the cross-flow prototype design. Actually, this question takes me back so far in our decision making process....I have forgotten the reasons we decided we had arrived at the right decision to do what we did. Pushrods get in the way, bore size gets in the way, the only reason we forged ahead with this project......cause no one else was stupid enough to pusue it.

Our pursuit within NHRA will be our only prusuit, we have no love affair with inline six cylinder motors.....even though we love IGOR, which is an inline six cylinder....motor

IGOR will show his potential one day......stay tuned.

What EFI ECU are you useing.

We have used, Accel Pro-Box, Fel-Pro gen. 1 and 2, mechanical through an Aeromotive pump belt-driven, Motec and F.A.S.T. I guess you could say we run what the result from the dyno tells us.

The truth of the matter is, squirting the fuel in the port through a 1600 rpm range requires little sophistication. Sequential, fuel timing, droplet size, fuel pressure....don't mean a thing.

The brake specific needs to be .40......how you get there does not matter.

What does matter is the location of the fuel injector and fundamentally the reversion characteristics of an inline six is so dramatic, the potential of any inline six motor will never be seen until you put the fuel into the motor in the right location.

The poor old carbeurators see more exhaust at 8,000 rpm than the header does. If you must run carbs the motor should not see anything over 7400 rpm. At 7400 all hell breaks loose in the intake port.

Going back more than 5 years ago we were experimenting with cam profiles and we were lost. On one eventful dyno pull we almost died laughing....at 7500 rpm the intake port became the exhaust port and the motor quit. Imagine 6 streams of exhaust gunning out the velocity stacks. Painful memories.

The fuel management sytem is largely for driveability { start up, warm up, to hte burnout, the burnout etc.} Getting the fuel into the combustion chamber and keeping it there throughout the rpm range is the trick.

Forget everything you ever knew thet worked on a pulse-assisted 90 degree firing V-8. Absolutely nothing applies here. The inline six is seriously handicapped by design...you just have to make it think it isn't.

1 out of 100 dyno pulls shows us what does work , the other 99 show you what doesn't. There is one characteristic of IGOR that makes life a little easier, you waste little time finding out if your idea is going to work or not. The result is usually a 50 to 150 HP drop. The envelope of happiness is narrow but it is there. I hate to think how many parts we threw on the ground getting there.

IGOR-
Thanks for that. Not that anybody likes seeing you go through so much pain / parts to get there, but it's nice to here somebody lay it out that the 6 is definitely not a bent 8.

Where did you eventually set the injector? For what target range is this tuned for?

you have confirmed one thing i have been working on for years now. that the exhaust needs more work then the intake.
for the dirt track motors i have been putting in larger exhaust valves and leaving the intakes stock. been getting good results with it.

now back to your block question. is there a source for them? can they be found in australia. tom

From what I was told from Mike Kirby.
Is that those aluminum cannot take that much horsepower going through them. They are actually kinda weak. They have no prvisions for engine mounts.
You can always make more HP w/a cast iron block.

From what I was told from Mike Kirby.
Is that those aluminum cannot take that much horsepower going through them. They are actually kinda weak. They have no provisions for engine mounts.
You can always make more HP w/a cast iron block.