ando76

200 - 250 how are they going to tell when you have the sump on.  rules were meant to be broken. LOL.

Depends on the pipe size of the secondaries.  My 2 1/4 secondaries finish up just past the gearbox extension housing on the single rail.  This gives me the 125cu in in each pipe. 
 
My twin setup should be a little shorter as I'm going to have a step up after an short initial run of 2 1/4.  As you know Rob I love my expansion chambers in high comp, high rev application. 

200 - 250 how are they going to tell when you have the sump on.  rules were meant to be broken. LOL.

Anything you can do to promote flow in any application is a good thing.  More air/fuel in makes for more power, especially when the cam is set to take advantage of it. 
 
It really depends on what you are chasing with the package.  being a 200/ 200 motor it will love to rev and that is a good thing with the boost.  I would suggest an EF crank in there as well to help smooth harmonics tho. 
 
An off the shelf grind may be suitable in a moderate power level, basic set up but really I would be talking to any of the local cam grinders and coming up with something to suit your application. 
 
Obviously BA turbo motors perform very well and I think this is in part due to their better flowing cylinder heads, so a tickle up of your XE head can not hurt performance. 
 
I guess what I am trying to get at is you need to work out what power level you are aiming at, and probably add another 100hp as boost becomes addictive (from everything I have read) and design the package around that application. 
 
In a light xp ute any power you generate will be good fun.  I am aiming for 450@ the wheels for my XM turbo project and I have a ported E2 head here that runs some good numbers.  Ray HALL up here, who is a well renowned turbo man, told be he made over 550 at the wheels from a turbo x-flow in the early 90's.  smart man.  It had a good cylinder head and great tune so I guess the two go hand in hand. 

If only the barra hit that hard hey??? 

I prefer head studs because;
 
a. when you are going into the engine all the time it just saves money on buying head bolts every time 
b. from an engineering stand point studs are more effective at the job and
c. they look bad ass.
 
I don't like XE dizzy's because in consistent high RPM applications the single bush in top of the dizzy wears and then the inner 'chopper' wheel makes contact with the outside and causes a miss at best and then snaps causing a lost race. 
 
Just thought I'd clarify my reasoning. 
 
My girdle/tray is a combination of both the AU girdle and the BA girdle/tray.  I have them on CAD and get them laser cut now after sly's hand made prototype. Four sets of milodon windage tray studs to suit Ford Windsor (4 studs in each pack) and your in business.  But knowing you - you will make your own tray girdle - lol. 
 
Once I get these bloody race motors out of the way I'm going to look at what I have to modify to make them suit Cortina as well as there seems to be enough mad x-flows going into Cortina's to justify the re-jig. 
 
+1 on the Roller cam.  Kev Wyatt wont build a race motor unless it is Roller cam - that's good enough for me - that and his engine has won our title 5 out of the last 6 years (owner of engine didn't race last year)

I prefer head studs because;
 
a. when you are going into the engine all the time it just saves money on buying head bolts every time 
b. from an engineering stand point studs are more effective at the job and
c. they look bad ass.
 
I don't like XE dizzy's because in consistent high RPM applications the single bush in top of the dizzy wears and then the inner 'chopper' wheel makes contact with the outside and causes a miss at best and then snaps causing a lost race. 
 
Just thought I'd clarify my reasoning. 
 
My girdle/tray is a combination of both the AU girdle and the BA girdle/tray.  I have them on CAD and get them laser cut now after sly's hand made prototype. Four sets of milodon windage tray studs to suit Ford Windsor (4 studs in each pack) and your in business.  But knowing you - you will make your own tray girdle - lol. 
 
Once I get these bloody race motors out of the way I'm going to look at what I have to modify to make them suit Cortina as well as there seems to be enough mad x-flows going into Cortina's to justify the re-jig. 
 
+1 on the Roller cam.  Kev Wyatt wont build a race motor unless it is Roller cam - that's good enough for me - that and his engine has won our title 5 out of the last 6 years (owner of engine didn't race last year)

Head flow figures for the 'Bargain X-Flow' head.
 
LIFT           IN             EX          %
 
100           52.6         43.42        82.5
200           105.21     83.5          79
300           153.6       100.2        65
400           192          119.4        62
500           209.5       131.9        62
600           197          133.6        67
700           197          136.9        69
 
Not bad inlet figures on a standard valve but the exhaust flow drags the percentages down.  I would say that this head was done for a 2 barrel speedway application looking at the figures. 
 
Never the less for $200 it is a bargain and with a minor tickle on the inlet and a good touch of the exhaust this head will run some good numbers with the four barrel inlet that it will be running.  The cam profile will also help the percentages as well so I think old wagoon will be holding on. 
 
Long live the X-Flow....

Head flow figures for the 'Bargain X-Flow' head.
 
LIFT           IN             EX          %
 
100           52.6         43.42        82.5
200           105.21     83.5          79
300           153.6       100.2        65
400           192          119.4        62
500           209.5       131.9        62
600           197          133.6        67
700           197          136.9        69
 
Not bad inlet figures on a standard valve but the exhaust flow drags the percentages down.  I would say that this head was done for a 2 barrel speedway application looking at the figures. 
 
Never the less for $200 it is a bargain and with a minor tickle on the inlet and a good touch of the exhaust this head will run some good numbers with the four barrel inlet that it will be running.  The cam profile will also help the percentages as well so I think old wagoon will be holding on. 
 
Long live the X-Flow....

I'll have to ask the owner is I can post figures - if cool I will post them in the other thread.
 
Interesting theory on manifold port face shaping.  I was looking at changes on the high speed side but different to those shapes - hmm.  your ideas seem good in theory - be interesting to see them on the bench. 

ok so with the average port being 1.4 standard, the spacer is not that far off.  Probably made a little smaller to allow for material to be taken out to suit the application.  Shows the importance of matching parts to your application. 

That valve seat is a joke in a performance application.  anyone who is anyone knows that the valve seat is where the most gains in airspeed are had.  The head seems to have had a lot of work on the high speed side but the mark from the gasket shows that there is a big step on the low speed side - I like a step there but only about 1mm.  that looks to be 2mm or it could just be that the gasket is not locating properly on the port face. 
The cross sectional area just past the bowl looks out and the short turn doesn't look that good - bit hard to tell from the photos.  The flow figures are also not that impressive - but that could also depend on the money outlaid for the port work and I guess that is what is important to remember here. 
I don't know what the head cost or what the design brief was so I shouldn't sledge to hard BUT simple things like valve spring locators, correct valve spring tensions, valve seat cut, 'port matching' and giving the customer the parts that they paid for SHOULD be a given. 

212@ 500 here we come.......

your spot on Matt re Cam and peak lift and not destroying the low speed side.  Clevo120 got 212cfm @500 with his speedway head (xflow porting thread) so I'm sure his rework of Chris's head will go as good if not better. 

head and manifold look the business.  I like to get into the oil return area of the head with the die-grinder and de-bur it to allow oil drain back.  Are you going to tap a fitting into the back right hand corner of the head for an additional oil return to sump?  I do this on all my x-flow speedway heads and a great deal of oil accumulates in that back right hand corner due to the G forces. 
Nice work and with 212cfm she should be a monster.

Agreed 238cfm @ 600 is well and truly possible but you will pay for the port work, seat cut, necked down valve stems, and tapered valve guide bosses required to achieve that figure.  You would want to be running a really good inlet manifold with even cylinder fill to achieve max hp, i.e. individual runner style. 
 
A wise man once said 'I've never seen a flow bench win a race' and that is important to remember.  Like dyno's they are a tool to measure changes/improvements.  As they only suck at a constant pressure they are different from an engine and sometimes engines that shouldn't make power (according to the bench) do because of good low lift figures and well matched cam etc. 
 
Over .600 lift requires a fair bit of mechanical effort and whether the power gains achieved from lifting past that are worth the extra effort and strain is something I'm yet to decide. 
 
I'm sure Sean will be concentrating on improving flow up to your peak cam lift and even if it tapers or holds up to that lift and maintains good low lift figures you will have a weapon on your hands. 
 
Vizards books and articles are a wealth of information - some would say his works are dated but I don't subscribe to that theory as it relates to our applications.  I love his stuff on 'no loss' exhaust systems, very cool stuff and how every car is in fact its own dyno.  Clever stuff.

Just get yours running wild man so we can see what numbers it runs before you worry about modifying the bloody heads. lol  you crack me up. 

If only the barra hit that hard hey??? 

Looks like wagoon just scored himself a Ivan WALKER crossflow head fully loaded for $200.  I spotted the head on Gumtree in Brisbane and he grabbed it.  It's off to the flow bench to see if the sellers claims are valid but I can tell you it looks the goods.  Old mate seller didn't know what he had.  Bargain x-flow performance there....

If only the barra hit that hard hey??? 

Just get yours running wild man so we can see what numbers it runs before you worry about modifying the bloody heads. lol  you crack me up. 

Agreed 238cfm @ 600 is well and truly possible but you will pay for the port work, seat cut, necked down valve stems, and tapered valve guide bosses required to achieve that figure.  You would want to be running a really good inlet manifold with even cylinder fill to achieve max hp, i.e. individual runner style. 
 
A wise man once said 'I've never seen a flow bench win a race' and that is important to remember.  Like dyno's they are a tool to measure changes/improvements.  As they only suck at a constant pressure they are different from an engine and sometimes engines that shouldn't make power (according to the bench) do because of good low lift figures and well matched cam etc. 
 
Over .600 lift requires a fair bit of mechanical effort and whether the power gains achieved from lifting past that are worth the extra effort and strain is something I'm yet to decide. 
 
I'm sure Sean will be concentrating on improving flow up to your peak cam lift and even if it tapers or holds up to that lift and maintains good low lift figures you will have a weapon on your hands. 
 
Vizards books and articles are a wealth of information - some would say his works are dated but I don't subscribe to that theory as it relates to our applications.  I love his stuff on 'no loss' exhaust systems, very cool stuff and how every car is in fact its own dyno.  Clever stuff.

That valve seat is a joke in a performance application.  anyone who is anyone knows that the valve seat is where the most gains in airspeed are had.  The head seems to have had a lot of work on the high speed side but the mark from the gasket shows that there is a big step on the low speed side - I like a step there but only about 1mm.  that looks to be 2mm or it could just be that the gasket is not locating properly on the port face. 
The cross sectional area just past the bowl looks out and the short turn doesn't look that good - bit hard to tell from the photos.  The flow figures are also not that impressive - but that could also depend on the money outlaid for the port work and I guess that is what is important to remember here. 
I don't know what the head cost or what the design brief was so I shouldn't sledge to hard BUT simple things like valve spring locators, correct valve spring tensions, valve seat cut, 'port matching' and giving the customer the parts that they paid for SHOULD be a given. 

That valve seat is a joke in a performance application.  anyone who is anyone knows that the valve seat is where the most gains in airspeed are had.  The head seems to have had a lot of work on the high speed side but the mark from the gasket shows that there is a big step on the low speed side - I like a step there but only about 1mm.  that looks to be 2mm or it could just be that the gasket is not locating properly on the port face. 
The cross sectional area just past the bowl looks out and the short turn doesn't look that good - bit hard to tell from the photos.  The flow figures are also not that impressive - but that could also depend on the money outlaid for the port work and I guess that is what is important to remember here. 
I don't know what the head cost or what the design brief was so I shouldn't sledge to hard BUT simple things like valve spring locators, correct valve spring tensions, valve seat cut, 'port matching' and giving the customer the parts that they paid for SHOULD be a given. 

or you could find a busted old Hilux 4x4 chassis and graft the ford body onto it.  plenty of room for a V8 Too.