Head mods
#1
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Car: 71 Nova
Engine: Superramed 383, Topline heads
Transmission: 700r4
Axle/Gears: 8.2 posi 3.08
#2
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Car: 86 Monte SS (730,$8D,G3,AP,4K,S_V4)
Engine: 406 Hyd Roller 236/242
Transmission: 700R4 HomeBrew, 2.4K stall
Axle/Gears: 3:73 Posi, 7.5 Soon to break
I've never seen that before.
Does it promote swirl or possibly reduce overlap flow to the exhaust by creating a disturbance in the path?
Found some info here (back a few clicks from the pics):
http://www.somender-singh.com/
Does it promote swirl or possibly reduce overlap flow to the exhaust by creating a disturbance in the path?
Found some info here (back a few clicks from the pics):
http://www.somender-singh.com/
Last edited by JP86SS; 02-23-2006 at 11:37 AM.
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Car: 1982 Trans-Am
Engine: 355 w/ ported 416s
Transmission: T10, hurst shifter
Axle/Gears: 10 bolt, true-trac, 3.73
wow, definately sounds too good to be true.
good timing for me though, i've got a .070" quench distance and 10.3:1 ratio or so, porting the heads now.... hmm....
good timing for me though, i've got a .070" quench distance and 10.3:1 ratio or so, porting the heads now.... hmm....
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Car: '83 Z28, '07 Charger SRT8
Engine: 454ci, 6.1 Hemi
Transmission: TH350, A5
Axle/Gears: 2.73 posi, 3.06 posi
What exactly does this slot do? I'll be putting on a set of heads in the next couple of months and I'm wondering if this might be worth doing before I put them on?
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Car: 84 Z28
Engine: 357
Transmission: TH-350C
Axle/Gears: 3.43
placement of one or more grooves or channels or passages in the squish area as shown & described in the first page of US Patent 6237579 results in "Accelerated Laminar Total Clean Burn Combustion " - ALTCBC ? Meaning to say this simple but radical design change to squish areas, configurations enhances progressive turbulence close to the skin of the combustion chamber and further directs the (added) turbulence towards the igniter followed by multiple flame front propagation thus resulting in a radical change to " In-cylinder Combustion ".
ALTCBC improves " Torque & Power " through the entire operating range with lesser amounts of fuel. After this simple design change - Obsolete Side Valve engines which feature large quench areas - when fully loaded to the max at 2000 rpms on a dyno have shown a reduction of 42.5 % fuel consumption ( BSFC) and further producing more torque & power at lower operating temperatures in comparison to a stock engine. ( ARAI results )
ALTCBC improves " Torque & Power " through the entire operating range with lesser amounts of fuel. After this simple design change - Obsolete Side Valve engines which feature large quench areas - when fully loaded to the max at 2000 rpms on a dyno have shown a reduction of 42.5 % fuel consumption ( BSFC) and further producing more torque & power at lower operating temperatures in comparison to a stock engine. ( ARAI results )
Last edited by 84z28350; 02-23-2006 at 06:21 PM.
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Car: 88 Camaro
Engine: 310 LG4
Transmission: 700R4 w/2200 stall
Axle/Gears: 3.42
Originally posted by 84z28350
Looks and sounds cool but wouldnt the edges create hot spots and cause crazy detonation, especially in 2-strokes...
Looks and sounds cool but wouldnt the edges create hot spots and cause crazy detonation, especially in 2-strokes...
Maybe it creates hot spots to help burn all of the fuel in the cylinder? Can anyone explain the theory behind this? I read the article, but I didnt see anything scientific, just a bunch of, "Use 40% less fuel and increase torque". Theories.
Must be like that 4/7 swap theory.
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Car: 84 Z28
Engine: 357
Transmission: TH-350C
Axle/Gears: 3.43
It looks like someone just used a grinder with a cut-off blade to make them...
The only way i would do something like this is on a old set of junk heads, which i have 2 pairs so i may give it a try and see how bad it goes KABOOM!
The only way i would do something like this is on a old set of junk heads, which i have 2 pairs so i may give it a try and see how bad it goes KABOOM!
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Car: 86 Monte SS (730,$8D,G3,AP,4K,S_V4)
Engine: 406 Hyd Roller 236/242
Transmission: 700R4 HomeBrew, 2.4K stall
Axle/Gears: 3:73 Posi, 7.5 Soon to break
Did a quick patent search, found it here.
http://patft.uspto.gov/netacgi/nph-P...&RS=PN/6237579
Hope the link work
http://patft.uspto.gov/netacgi/nph-P...&RS=PN/6237579
Hope the link work
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Car: 88 Camaro
Engine: 310 LG4
Transmission: 700R4 w/2200 stall
Axle/Gears: 3.42
How do you patent a groove made by a grinder? I guess it would prevent a company from selling heads with this groove pre-cut. I'd love to try this, but would hate to ruin a set of heads that I cant afford to replace.
anyone have a spare set of 416's and a dyno?
anyone have a spare set of 416's and a dyno?
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Car: '83 Z28, '07 Charger SRT8
Engine: 454ci, 6.1 Hemi
Transmission: TH350, A5
Axle/Gears: 2.73 posi, 3.06 posi
What it seems to me like it would do, is that after the intake valve closes and the piston is coming back up, when it gets near the top, the gasses compressed under the 'flat' part of the head will collect in the groove and 'shoot' down the channel at a pretty good speed right into the middle of the combustion chamber.
If this is actually what happens, then that would in theory create alot of turbulence just before the plug fires, or just as it is firing.
If this is actually what happens, then that would in theory create alot of turbulence just before the plug fires, or just as it is firing.
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Car: 88 Camaro
Engine: 310 LG4
Transmission: 700R4 w/2200 stall
Axle/Gears: 3.42
Originally posted by Air_Adam
What it seems to me like it would do, is that after the intake valve closes and the piston is coming back up, when it gets near the top, the gasses compressed under the 'flat' part of the head will collect in the groove and 'shoot' down the channel at a pretty good speed right into the middle of the combustion chamber.
If this is actually what happens, then that would in theory create alot of turbulence just before the plug fires, or just as it is firing.
What it seems to me like it would do, is that after the intake valve closes and the piston is coming back up, when it gets near the top, the gasses compressed under the 'flat' part of the head will collect in the groove and 'shoot' down the channel at a pretty good speed right into the middle of the combustion chamber.
If this is actually what happens, then that would in theory create alot of turbulence just before the plug fires, or just as it is firing.
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Car: '83 Z28, '07 Charger SRT8
Engine: 454ci, 6.1 Hemi
Transmission: TH350, A5
Axle/Gears: 2.73 posi, 3.06 posi
Originally posted by 88_Import_Slaye
Test it out for us.
Test it out for us.
EDIT - wow... I wasn't serious guys!
Last edited by Air_Adam; 02-23-2006 at 09:46 PM.
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Car: '86 Berlinetta
Engine: 350
Transmission: 700R4
This is not as easy as it looks!
The channels have to be strategically placed, certain sizes (depths, width, length) will all effect the velocity, and whether or not it will be doing what it's meant for, or if it's just going to kill velocity all together!
If you have never ported heads before do NOT try this until you have a GOOD grasp of how things flow from the intake valve into the exhaust chamber, and once it's there, how your particular piston reacts with that.
If you ever use the heads that you "channeled" on another engine, then you'll need to make sure you use the same pistons, or you'll have to modify the pistons that are in there in order to get the air to flow in the right direction.
The way he makes it sound is easy... to bad it's not or I would be doing it...
The channels have to be strategically placed, certain sizes (depths, width, length) will all effect the velocity, and whether or not it will be doing what it's meant for, or if it's just going to kill velocity all together!
If you have never ported heads before do NOT try this until you have a GOOD grasp of how things flow from the intake valve into the exhaust chamber, and once it's there, how your particular piston reacts with that.
If you ever use the heads that you "channeled" on another engine, then you'll need to make sure you use the same pistons, or you'll have to modify the pistons that are in there in order to get the air to flow in the right direction.
The way he makes it sound is easy... to bad it's not or I would be doing it...
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Car: 86 Monte SS (730,$8D,G3,AP,4K,S_V4)
Engine: 406 Hyd Roller 236/242
Transmission: 700R4 HomeBrew, 2.4K stall
Axle/Gears: 3:73 Posi, 7.5 Soon to break
How would you judge the benifit/gains ???
If i would have seen this a few weeks ago, and could "see" the diagrams I might have tried it. The concept sounds reasonable although I'm sure there is a bit of figuring on the slot width, depth and taper to the correct points. Lot of small dynamics going on there concerning the shape of the chamber.
Fresh heads are already bolted on so its not happening here.
I do have a set of 083's that I might try on a future project if it seems to be viable.
still reading...
If i would have seen this a few weeks ago, and could "see" the diagrams I might have tried it. The concept sounds reasonable although I'm sure there is a bit of figuring on the slot width, depth and taper to the correct points. Lot of small dynamics going on there concerning the shape of the chamber.
Fresh heads are already bolted on so its not happening here.
I do have a set of 083's that I might try on a future project if it seems to be viable.
still reading...
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Car: 88 Camaro
Engine: 310 LG4
Transmission: 700R4 w/2200 stall
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Originally posted by sellmanb
This is not as easy as it looks!
The channels have to be strategically placed, certain sizes (depths, width, length) will all effect the velocity, and whether or not it will be doing what it's meant for, or if it's just going to kill velocity all together!
If you have never ported heads before do NOT try this until you have a GOOD grasp of how things flow from the intake valve into the exhaust chamber, and once it's there, how your particular piston reacts with that.
If you ever use the heads that you "channeled" on another engine, then you'll need to make sure you use the same pistons, or you'll have to modify the pistons that are in there in order to get the air to flow in the right direction.
The way he makes it sound is easy... to bad it's not or I would be doing it...
This is not as easy as it looks!
The channels have to be strategically placed, certain sizes (depths, width, length) will all effect the velocity, and whether or not it will be doing what it's meant for, or if it's just going to kill velocity all together!
If you have never ported heads before do NOT try this until you have a GOOD grasp of how things flow from the intake valve into the exhaust chamber, and once it's there, how your particular piston reacts with that.
If you ever use the heads that you "channeled" on another engine, then you'll need to make sure you use the same pistons, or you'll have to modify the pistons that are in there in order to get the air to flow in the right direction.
The way he makes it sound is easy... to bad it's not or I would be doing it...
#17
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Car: 86 Monte SS (730,$8D,G3,AP,4K,S_V4)
Engine: 406 Hyd Roller 236/242
Transmission: 700R4 HomeBrew, 2.4K stall
Axle/Gears: 3:73 Posi, 7.5 Soon to break
Originally posted by 88_Import_Slaye
no more prep'n my grinder for modding tonight
no more prep'n my grinder for modding tonight
From Pop Sci mag:
Even as a prototype, it’s high-concept but exceptionally low-tech, the sort of thing you might be able to make in your own garage with a steady hand and a Dremel tool. Which is, essentially, what Singh did.
“I am no great genius man, no man with letters after his name or fancy institutions, and what I have invented is really very simple,” he admits, as he pushes aside the clutter to reveal a child’s chalkboard. “But to understand even so simple a concept, you first must have a basic understanding of the forces at work within the combustion cylinder, the concept of turbulence and combustion which define the engine.”
Singh takes the chalk and draws a rectangle with a domed top: a combustion chamber and the cylinder head, the ashtraylike piece of metal he has modified. Then he draws a diagonal line across the edge of that dome, then another, representing the grooves he has carved—his invention. The grooves are supposed to better mix the air and fuel inside the chamber. Singh is convinced that it makes combustion more efficient.
“I am no great genius man, no man with letters after his name or fancy institutions, and what I have invented is really very simple,” he admits, as he pushes aside the clutter to reveal a child’s chalkboard. “But to understand even so simple a concept, you first must have a basic understanding of the forces at work within the combustion cylinder, the concept of turbulence and combustion which define the engine.”
Singh takes the chalk and draws a rectangle with a domed top: a combustion chamber and the cylinder head, the ashtraylike piece of metal he has modified. Then he draws a diagonal line across the edge of that dome, then another, representing the grooves he has carved—his invention. The grooves are supposed to better mix the air and fuel inside the chamber. Singh is convinced that it makes combustion more efficient.
Lot of info out there on this. Maybe the guy is just thinking while everyone else is calculating.
Found patent pics here with the text.
http://pesn.com/2005/10/13/9600187_D...tion_Chambers/
Last edited by JP86SS; 02-23-2006 at 10:31 PM.
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