matt_lamb_160

Just to clear up what broken wheel has said. If  that theory (a big if) he has applied is correct, 2.14 sq inches is a 1.65" (43mm) diameter port not 2".
Sly, do you have pictures of the material that needs to be built back up opposite the inlet valve that you can add to this thread?

I'll  never stop developing. Car will be done by the time the new season starts. Fun times ahead. 

Yep, except with air speed. Through continuous development and thought we have managed to create a port that flows massive cfm without having a massive hole. Anyone can make a big hole that will flow good numbers BUT it will occur at big lift points and at the sacrifice of air speed. For reference look at all the 4v heads fitted with intake inserts to get some air speed back. 
I'd love to be able to show just how small the port is on the high flowing head, but I can't for fear of others copying it.  Rest assured there is actually more in that port. I spoke with Cam last night about it and he is keen as to go further.  Never stop developing. 
 

Yeah they are odd.

I just read through to see what cam you have. A 600 vs a 650 is not your big issue (it will work with either), your compression is. You need more (10.5-11:1). If you do not plan on changing this carb to the smaller side and avoid a d/p.

A 600 will "spin" to over 7,000, but it will be a restriction assuming something else isn't limiting it first or to a greater extent.
If I was building a 7,000rpm crossflow for the purposes of drag racing, a 650 would be minimum. For a street car which occasionally sees 7k just for fun a 600 is enough. But if it is just a street car put a 450 on it and a 5,500 rpm cam and have a nicer car.

I just read through to see what cam you have. A 600 vs a 650 is not your big issue (it will work with either), your compression is. You need more (10.5-11:1). If you do not plan on changing this carb to the smaller side and avoid a d/p.

Online carby calculators are never right period. They do not take into account pressure drop across the carb. What revs will you be doing? For most people a 600 is still very big. A 450 4brl will create basically zero restriction upto 5,000rpm, on a street car a 600 will handle just over 6,500. In full drag trim a 650 is good to over 6,500 (not enough for sly at 7,000).

Online carby calculators are never right period. They do not take into account pressure drop across the carb. What revs will you be doing? For most people a 600 is still very big. A 450 4brl will create basically zero restriction upto 5,000rpm, on a street car a 600 will handle just over 6,500. In full drag trim a 650 is good to over 6,500 (not enough for sly at 7,000).

Solid roller is lean in the window hit the key. Then load it on the trailer and go race it lol.
Well thats what I did anyway

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. 

FYI been prepped for gas means a standard alloy xflow cyl head. Every alloy head is ready for unleaded or gas as they come standard with hardened seats from the factory. 

Turbo the efi motor and you have the best of both worlds

Ultimas are fine for the price, the ones In my van are copies of ultimas I think lol. And they're fine considering they cost like 1/5 of bilsteins or similar, you get what you pay for.

"On todays episode of Australian Cortina ..."
 
Finally finished full welding the turbo manifold. I made it harder for myself (rookie mistake) because I didn't allow that much pipe coming off the header flange plate. So getting the tig into the back of it was really tight. I ended up having to buy a long thin alumina cup and that got the job done.
For added security and to smooth off the outlet I welded the header flange to pipe edge from the inside of the pipes also as the pipes were just alittle smaller than the header plate port sizes.
I smoothed all the welds off and it should look the goods in heat coating once I'm all done.
 



 
The lack of updates is of course due to me being flat out with Tough Garage jobs now. But its good when I find a spare moment here and there to work on my own car.
 
Next up, pressure test the intake manifold, make the throttle body elbow, mod the new fuel rail, make the dump pipe and external wastegate outlets. Should be fun.

"On todays episode on Australian Cortina ....."
Ok, work around home has been very busy since starting up Tough Garage. Been doing a heap of work on a MK2 Escort. It pays the bills (for the cortina) so no use complaining.
But I did manage to get some tedious work out of the way and that was to full weld and smooth the turbo merge collector. After Tig welding and MIG welding to fill in small area and then deburring it all, I have a finished product and it looks awesome.
I welded all the inside joins and smooth them off and all the outside also, then made some clearance for the bolts and nuts that go through the flange. Took alot of time, but I'm very happy with how it turned out.





Now, I can move onto full welding of the rest of the turbo manifold. I managed to get a mate who works at Plasmaman, to help out with a custom fuel rail as modding the one I had turned to **** and I wasn't 100% happy with it.

"On todays episode of Australian Cortina ....."
Finally got around to welding up the intake runners and filing them back. They still need more sanding and alittle shaping etc, but are pretty good. Getting the hang of welding cast alloy is alittle tricky but it all came good in the end. It was a matter on knowing my machine as much as knowing the technique.

So I filed and sanded the welds back to make the runners resemble something from factory. I'll smooth them and the plenum and injector housing so they'll all match and look nice. Alot of crap comes out of the cast when you weld it, so it tend so get pinholes and stuff. So I would weld, file and then reweld to get it as good as possible.


You can see in the last photo it comes quite close to the battery cover, so I'll make a recess area in the cover so it clears alittle better.
Now I just need to deck some of the faces, mainly runners to plenum and them the other end and also the injector housing, just to make sure all the surfaces are perfect and then pressure test it all. Once thats done, I'll start on the recess of the battery cover and then tig welding the turbo manifold.

Man. I'm a long way off that dude. The corty will be as light as I can get it but that dude has obviously been racing for a long time. Me I haven't even been down the 1/4. Not once. I used to race on a 1/4 mile but I was sideways the whole time. Lol.
 
I've been doing a bit of suspension tuning on Jeff Clarke's XY falcon. Check out the vid of the car on STREET MACHINE TV. With scaling, moving and weight jacking and experimenting with different fuel levels I've got the car from 10.65 to 10.23. In 2 meetings. Actually surprised how much speedway scaling has helped in straight line.
 
Having said all that it's a huge ask to go as fast as that dude. I'll give it my best tho. I've been spending good coin on My corty in recent weeks. Damn going to powercruise. It's cost me plenty.

I like it. Thanks for the video Mixalis and the info Sly.

Liberty clutchless 5 speed. Meth fed 3 SU's on custom manifold lots of comp in a SUPER light race car,not street car.

Just went 9.9 N/A 202, also was 4mph down on the 9 second pass. Incredible stuff!
 

Just thought I'd add my two cents. I measured up some cams a while back. Proves the EA cam....87 DA is "bigger" than the EB/ED 91DA cam. When I change out the head on my XR6 I'll measure up the 94DT cam for a comparison :
 

Agreed valve train isn't something you skimp on when going for performance but Chestnut has a very mild cam and (assumedly) stockish valve springs. Probably like myself, he's looking for a sensible upgrade from the stamped steel stockers.

Im running 38mm ITB's ATM might look into some 48-50mm and see what happens.

Just don't like it when someone bags crossflows. Rob passed the comment on Ken's - u replied in the tone that one day u might catch him. I said good have a go. I will be. Ken is the bench mark for sure and no one is unbeatable. No one. It's just time, effort and money and I have all that. Oh and I seem to remember a non hammer fielding FNQ car beating Ken once so I'd be careful.
 
I never once bagged that ba engine or the builders. I just called what I saw from a tuners perspective, nothing more. It's a strong, well built engine and a great conversion.