ando76

Yep. No injector cut outs so early open chamber head as stated

It looks very similar to the mod that you do on a clevo. Why you would do it on a crossy has me beat. I have never had an issue with the way the bearings are fed in these engines.

This is the brackets I make for the alternator. Stops the belt whip and flinging that occurs on x flows that cop a decent rev Sent from my iPad using Tapatalk

Agreed. The webers desire for 3-4psi but still bulk volume makes it an interesting system, at your performance level. I'll see if I can get tapatalk to work and post the video of the fuel going over the bypass on Dickies race car.

The only issue I have with return regs when used in a normal carb situation is that it relies on the needles and seats inside the carb to hold the fuel pressure, which with big pumps like the aeromotive and even Holley black style pumps can be up to 14psi and a lot of volume. Yes the diaphragm inside the return reg is set to the desired pressure and the needle and seat should not see such a high pressure BUT, and it's a big BUT, if the diaphragm fails or can't cope with the volume then you are left with the needle and seat taking all the pump pressure and volume. How is this so? Because with a return reg the main supply from the pump is a common port with the carb supply. In common man speak they are basically one continuous line. It relies solely on the diaphragm and spring to relieve excess pressure and flow. Ankther downside is the extra line required to run a return reg. basically your doing another whole length of the vehicle in line which adds extra expense and weight to the car. In my opinion a regulator should be left to regulate, nothing more. It's a big job, especially when way to much pump is used. The beauty of the relief set up is that even if the reg fails, the carb will only ever see 9psi. And they can survive on that and get you home. My set up is identical to that used by Barry Grant, Magnafuel etc etc. so people who really know what they are doing with fuel systems. It's just a cheaper, simpler version and I developed it with Allan as most people already have a Holley blue type pump so it can be retrofitted to it. With the appropriately sized pump they work perfectly.

3 psi is way to low. You need relief pressure above your reg pressure. Otherwise it will always be going over the relief and flow potential to the carb would be reduced to a dangerous level. If your interested in a properly designed and extensively tested fuel system, send me a PM.

I am to be honest. It's the way it achieves the numbers that makes me happy and also the knowledge that there is way more in it. I spent a good amount of time on the phone to Cam last night and we are going to keep going. Should have some news in the coming weeks.

I strongly suggest you have a chat to old mate about your dynamic compression with that camshaft. It's a big stick with a lot of overlap and with that small static compression, it will be interesting to say the least.

The only downside of using a 'bulkhead' style fitting like you are referring to is the nut on the inside. I'd be worried about it coming loose. Bad things could happen if it did. That's why I have always welded mine.

That photo is of the balance tube fitting. It runs in the side. Bear in mind that you will need to clean the paint off to get a nice tig weld

Pretty happy tonight. Got into the flow bench with the test port a day earlier. All this talk on cfm had me keen. Here are the results. Remember Anthony's bench flows 10cfm below a 'superflow' branded bench. Anthony's own admission. If you doubt me, I'll happily provide his phone number so you can call him. And all thru a reasonably stock port window. As GT would have said " the smallest port- doing the biggest job". Good news is that there is still way more in the x section.

That's one of the 3 fittings I had welded on a customers rocker cover. I don't tig weld very well so I took it to a mate that does.

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Yes they are all sand cast. They can be welded. You can expect some impurity in the weld due to the sand cast material but it comes up ok.

Because at the end of the day there is only so much air you can pass thru a given hole size. As Rob has alluded to, the limitations in the hole size comes at the short turn, where it's very easy to hit water. There are ways around it and blokes like myself and Jason Murphy in Toowoomba are currently working on very different x flow port shape and routing. It's expensive, time consuming work but it will be worth it in the end. In the mean time Cam and I are working to get as much flow as possible within the standard port layout. I'm off to the bench on Wednesday with another customer head and the test head with yet another port shape. Of course there is no substitute for individual runner engines where you can really hook into the port. Also the shape of the manifold on IR engines has a massive effect on cfm to the positive.

If you go back to the very first page of this thread you will see Sean's test on a stock c1 head with a 3 angle seat cut. Stock figures would be slightly less than those.

Wazzys full weight xe sedan went 11.4 with a flat tappet and a generation 1 Barbagello CNC ported head. I own The same gen 1 CNC head and I have flowed it on Anthony's bench. Trust me, if you have 230cfm @.600 you will be fast.

Are there a before with intake on figures to go with this or just the bare head figures?

Of course the engine also had an increase and compression and was run on race fuel as well so that has some bearing on the improvement in time and mph, obviously not as much as the increased flow but still a consideration.

Nice solid gains without destroying low and mid lift figures. Ricky clearly knows what he is doing and the results do speak for themselves. Well done.

6.5 litres

Here is the high energy unit I have Sent from my iPad using Tapatalk

Australia post mate. They are pretty good now. I send stuff to tassie all the time. I'll get some photos tomorrow and send them thru. At $375 it will be there basic sump, which is fine.

The engine, when fitted to the Cortina, had a performance sump. That is part of the answer for me. Another part comes in 'high comp solid cam) description, followed by power cruise and drag use. For me the question answers itself. All engines benefit from having more oil to scavenge from, particularly when pushed and oil temp rises. I have an xf high energy (before they went offshore) sump here that I would gladly swap for your sump.