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Technical Obscure Engine Combinations

Discussion in 'The Hokey Ass Message Board' started by Speed Gems, Mar 7, 2023.

  1. Was it Jerry Haley's from Northern IL?
    Speed Gems and Fordors like this.
  2. With all the OT four bangers around today, would be interesting to see what could be made to work on a banger, especially now that most are aluminum, easier to modify/weld up
    Speed Gems likes this.
  3. Jalopy Joker
    Joined: Sep 3, 2006
    Posts: 31,813

    Jalopy Joker

    info to help in deciding which early engine swap will work for you 20240309_165052.jpg 20240309_165125.jpg 20240309_164856.jpg
  4. RodStRace
    Joined: Dec 7, 2007
    Posts: 4,633


    I love Mr. Aardema's and Mr. Millyard's stuff!!!

    One more that really was an amazing innovator was John Britten.
    I read the article in CW at the time and was blown away. This is just the head design.

    Because Britten’s resources are limited, he must always find ways to shorten development time-such as he did with the cylinder heads. He cut out an inch-thick plate of dimensions to match the cylinder. Into it he cut dummy valve seats and ports. At each of the cylinder-bolt locations, he placed spacers rising from the plate, serving to define space already needed by the bolts and therefore unavailable for use as port volume. Atop these spacers he located a second plate, into which cylindrical slugs were pressed at his chosen valvestem angles, representing the volume to be taken up by valve guides, spring seats and tappet bores. Each slug was bored to accept a valve stem. In this way, he defined the room left over for the construction of the ports themselves.

    With this buck bolted to the flow bench, and with valves in each port, Britten began his port development. First, he measured the airflow of the bare seats with open valves, leading the flow to them with short bell-mouths made of clay. Then he built up the port lengths with clay, adjusting their dimensions as he worked so that no flow was lost as the ports grew longer and longer.
  5. nrgwizard
    Joined: Aug 18, 2006
    Posts: 2,683

    from Minn. uSA

    Thanks for that, RSR.
    RodStRace likes this.
  6. PackardV8
    Joined: Jun 7, 2007
    Posts: 1,217


    Because Packard 374" pistons are NLA, we machine BBC 427" tall deck pistons to fit. For the Packard 352"s, we machine Ford truck 370" pistons. For street Studebaker V8s, we machine Ford 255" V8 pistons. For race Studebaker V8s, we use Ford Coyote pistons and Eagle flathead Ford V8 rods. It's all good.

    jack vines
  7. Years back, 366 ci Chevy truck pistons were used in Model B bangers with OHV (CRAGAR) heads because the pop up above the deck filled the bowl like combustion chamber and bumped the compression.
    Stan Vermeil, in CA, came up with the idea.
    The pistons were chamfered at the outside corners and the pin bores were grooved for pin retaining clips. They apparently were fairly heavy but filled the need, at least for a street engine.
    I bought a set but never got to the machining stage.
    Last edited: Mar 12, 2024
  8. How about a Weslake head conversion for a Ford Y-block;

    P8040391.JPG P8040392.JPG
  9. 34Phil
    Joined: Sep 12, 2016
    Posts: 581


    HRM was going to do an article on B234 DOHC 4 valve Volvo head on Ford 2.3/2.5 but didn't. Bolt holes line up, center bores a little off and need to run an external oil line. 236 CFM on the intake and 198 CFM on the exhaust
    Last edited: Mar 12, 2024
  10. Mr48chev
    Joined: Dec 28, 2007
    Posts: 34,341


    You see a lot of mix and matched in the vintage engine classes at Bonneville
    In 1988 I managed to get a few uniterupted minutes with Bruce Crower when he quickly figured out that I was far more interested in the car than him he pointed out and explained a lot of the details on the Nash engine that he had in it and what parts and pieces he had used. That engine was an engineering marvel. That was just before Don Garlits and his wife come sliding up in a K car to visit with him.

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