Inliners International Forums General Discussion Hi Performance Hybrid cylinder head!

Do you know if anyone Has flow tested this Head In stock trim ,Or in stock trim with bigger valves? Even thought you can only do a part port
job.(just the Bowl area) Just woundering.

no i dont know of any one. i do have 2 heads i plan to mill and have a look inside the runners.

well let us know what you see/find. Or send some pics.

I'm not interested in the "modern" stuff but someone should contact Joe Fontana in Gardena Ca. He has remade the Skinner 12 port for the 302 GMC. A Clevor (Combo Cleveland/Windsor) all aluminum engine and looking do do another aluminum Ford V-8.
Plus he has beem making the Fontana 4 midget engine for many years. It's based on the 153 Chevy II engine with a Duggan style 8 port head. He has perfected this head over the years with many improvements. Making into a 6 may be easy for him. He is now in his 80's but still going strong. I was just in his new shop. Good Luck...J.D.

Hi Guys! Very interesting post!

Just wanted to add a few comments, and set a few issues straight, if you don't mind.

I own Custom Design Performance, and have been building engines & heads for Leo Santucci for quite a few years. And I now drive his new ride, his '54 Studebaker. And as most of you know, we have had a bad year performance wise.

This engine combo, is NOT for everyone. There are way too many man hours involved in building this head and block combo, as you can see.
http://www.customdesignperformance.com/leo/leo.html
But this is what Leo wants, and we have alot of fun helping him.

We should have easily been in the 9's this year, w/ the new car, and the new head we did. But, we had some gremlins. That's Drag Racing! After about six different days at the track, fighting all the way, we found out we had a problem w/ our Brand NEW Electomotive Ignition System. Electronics are Great when they work, but sure can be a problem when they don't. I know you're all saying, why did it take that long too figure out? It was a Brand NEW System, and the last thing we thought would be the problem. We kept thinking it was something w/ the mechanical fuel injection system. But we were wrong!

Unfortunately, it was too late in the season for us to get everything figured out. It has been hard on both of us, having run 10.0's at almost 140mph, w/ the small turbo, and a junk converter, to not be able to get down the track at some points.

The engine mechanically has been performing great! We have NOT had any head gasket sealing issues, or deck surface problems, or head issues, or block isues at all! This is great news since I am almost all finished w/ the new block, w/ better piston & rod combo.

We will be at the Track first thing next year, w/ alot of new parts, and alot of new knowledge, and hopefully, many well into the 9's runs. We will keep you all informed, and good luck w/ all YOUR projects.

Ken
www.CustomDesignPerformance.com

Ken nice work, how light is Leo's Car? If you know offhand. Jack and Harrys 37 runs close to the same times and in the 140 range also.

RevOd!!

Do you have more pictures of this car??

http://www.inliners.org/cgi-bin/ultimatebb.cgi?ubb=get_topic;f=3;t=000879;p=1#000007

RevOD,

I thought it was around 2600 lbs.

Ken

p.s. Awesome looking car!

Yeah im pretty sure thats much much lighter then their lol....

Yeah im pretty sure thats much much lighter then their lol....

Guys:

I know I'm very late to this post but here's another idea that might be worth investigating. Just for "grins", you might look at Ryan Falconer's web site, specifically regarding the incredible V12 he produces. Using one of these (cross flow) heads should produce some really good flow numbers.

A couple of interesting points:

1) The cylinder spacing of his V12 is the same as the SBC (at 4.40" if I remember correctly) and I believe that is the same as the 230/292 six so I'm guessing things will generally "align".

2) I'm assuming you would want to use the passenger side head. Like the SBC, the head uses a 5-bolt patern so much of the same block work would be required as building and using a composite head from V8 castings.

3) I'm not sure but the intake/exhaust valve order may be different (front to back) so the cam selection might be a real challenge - probably would be a VERY custom item.

4) It appears to me that the individual port FI for the V12 is a 3-part casting (left intake, right intake, and valley cover?) so I'm guessing that the appropriate side of the intake could be used without requiring a bunch of additional fabrication. The exhaust side would need to be a custom piece and I'm not sure what you'd do about ignition - perhaps a coil-per-cylinder setup?

From reading Leo's book (specifically regarding his experience with composit heads), there is no doubt that there is considerable work involved to both build the head, and then mate it to the inline six block. I have no idea how expensive one of Falconer's V12 heads would be or if he would even part with one. But its an incredible piece and would at least eliminate one major part of the fabrication. Anyway, just something to look at and perhaps think about. If I could lay my hands on one of Mike Kirbey's heads, that would probably be the best bet ...