EFI Head and Performance
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EFI Head and Performance
I've been staring at a picture of an EFI head for about an hour and comparing it's features to a performance small block V8 head, and I think it is a diamond in the rough.
Most high performance V8 heads have heart shaped combustion chambers. The EFI head has this feature. Looks a little shrouded, but that can be fixed.
The ports look realitivly large and it looks like you could take a die grinder to the head and hog out some serious material. And if done right I surmise it may even flow some respectable numbers.
I wish I had access to a flow bench.
Most high performance V8 heads have heart shaped combustion chambers. The EFI head has this feature. Looks a little shrouded, but that can be fixed.
The ports look realitivly large and it looks like you could take a die grinder to the head and hog out some serious material. And if done right I surmise it may even flow some respectable numbers.
I wish I had access to a flow bench.
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Joined: Oct 2002
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From: Grande Prairie, AB
You know man I agree, I was told that the inline 6 head is no more than 1 and a half 302 heads put together to make it as long as it is. I could be wrong, actually I am because the 302 head has the exhaust on the opposite side, so this means that they were wrong, but I bet you any money that the I6 head is much similar to the 302 V8 head in design flaws, porting this head would give 20-30 hp and 10-25 lbfts of torque. Also with this modification putting on a set of 19lbs injectors out of a 302 would aid the extra air coming into the engine. Im going to be doing it real soon
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From: Hendersonville, TN
I've got an EFI head sitting in my garage right now, waiting for me to get around to rebuilding my six (and replace it's cracked head in the process). I was just looking at it last night, thinking about porting it myself (about to be off for three weeks for surgery).
Looking in the exhaust port of #1, and in the hole for the thermostat housing, it doesn't look like there's much meat before getting into the water jacket. The chamber design is pretty good, but yeah, a little unshrouding would be in order. Other than that, it looks like the only space to do anything would be opening up the bowl area a bit and port matching. That's probably what I'll do and give it a whirl. It necks down pretty tight in the transition area from the port to the bowl area. Not a lot of room there, and it's so tight, it looks to me like that would be the best place to increase overall flow if there's enough material to do it.
Looking in the exhaust port of #1, and in the hole for the thermostat housing, it doesn't look like there's much meat before getting into the water jacket. The chamber design is pretty good, but yeah, a little unshrouding would be in order. Other than that, it looks like the only space to do anything would be opening up the bowl area a bit and port matching. That's probably what I'll do and give it a whirl. It necks down pretty tight in the transition area from the port to the bowl area. Not a lot of room there, and it's so tight, it looks to me like that would be the best place to increase overall flow if there's enough material to do it.
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From: Coal Region
lets not forget these ports need to pull in 50 ci worth or air so they need to be realitivly large. the head flows like breathing through a straw though. the combustion chamber is a decent design with fash burn, swirl-a-majig, fancy things added so touching that area is a no no.
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From: La Verne, California
A "Mild" P&P is what is needed w/ this head design, fore if you go Overboard you'll not be happy w/ the results. 
Call the Crew @ JMS Racing Engines in Monrovia, CA. for the Technical reasons why only a "Mild" P&P, they did my complete engine & she's a Sweety w/ 400 FPT & 300 HP.
Call the Crew @ JMS Racing Engines in Monrovia, CA. for the Technical reasons why only a "Mild" P&P, they did my complete engine & she's a Sweety w/ 400 FPT & 300 HP.
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From: redding U.S.A.
Originally Posted by optikal illushun
with fash burn, swirl-a-majig, fancy things added so touching that area is a no no.
I wouldn't bother with the combustion chambers. From what i've read you're best smoothing the valve bowls and any casting marks. Also taking a small amount off the valve guide boss, making it nice and smooth.
The goal is not to take out as much material as you can. The goal is flow. Gotta be smooth.
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Originally Posted by Col Flashman
A "Mild" P&P is what is needed w/ this head design, fore if you go Overboard you'll not be happy w/ the results.
Call the Crew @ JMS Racing Engines in Monrovia, CA. for the Technical reasons why only a "Mild" P&P, they did my complete engine & she's a Sweety w/ 400 FPT & 300 HP.
Call the Crew @ JMS Racing Engines in Monrovia, CA. for the Technical reasons why only a "Mild" P&P, they did my complete engine & she's a Sweety w/ 400 FPT & 300 HP.
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From: La Verne, California
My state "Covers" ALL versions of 300 Heads over the matter of P&Ping.
Originally Posted by tjm73
So are you running the EFI head then?
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Originally Posted by Col Flashman
My state "Covers" ALL versions of 300 Heads over the matter of P&Ping.
You seem kind of .... cagey about giving too many details about your engine away. Are you tryignto keep some things about it secret. If so, that's cool. Just curious. To a new guy liek me you seem aloof and like you are trying to hide thigns which doesn't garner much trust in you experiences and posts.I am dully impressed by your results from such modest mods, but I can't shake a suspicion that their is more to your engine than you let on.
p.s. Not trying to start a fight, just telling you how it looks to a new guy to the forum.
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From: redding U.S.A.
col flashman has posted intricate details of his engine build in other threads. There's just so damn many specs he's given us it would be a pain to show all of them in every thread that he is asked.
if you look at the "my built 300" thread you will find many details of the build.
And yes, what col Flashman said about P&P is a pretty universal rule of thumb...
if you look at the "my built 300" thread you will find many details of the build.
And yes, what col Flashman said about P&P is a pretty universal rule of thumb...
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Originally Posted by rhetor
col flashman has posted intricate details of his engine build in other threads. There's just so damn many specs he's given us it would be a pain to show all of them in every thread that he is asked.
if you look at the "my built 300" thread you will find many details of the build.
And yes, what col Flashman said about P&P is a pretty universal rule of thumb...
if you look at the "my built 300" thread you will find many details of the build.
And yes, what col Flashman said about P&P is a pretty universal rule of thumb...
The my built 300 thread was a very interesting read. And I have seen several other details in other theads. In one thread a discussion was going about whether his engien was stroked or not. I don't think it is based on what I've read about it. But they seemed to elude to this aloofness too.
Just curious. Like I said I don't want to cause trouble. I'm just trying to gain as much knowledge as I can so I can put together a solid running, reliable hot rod engine.
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From: Broken Arrow, OK
Originally Posted by tjm73
it looks like you could take a die grinder to the head and hog out some serious material.
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Joined: Oct 2002
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From: Grande Prairie, AB
well I got a spare head to work with here and I was just wondering if you guys had a website I could go to and look to see exactly your polishing, I know my **** but what works better, works better. <- period. So if you dont got an idea as to where I can get it thatd be cool. One question for you guys do you know why the inline 6 makes such a sweet amount of torque? Im up for opinions, come on give em to me.
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From: redding U.S.A.
http://www.sa-motorsports.com/diyport.htm
The thing abou the 300 isn't really how much torque it makes, it makes a decent amount for its size, but that it makes it so low. This is done by narrow, long length intake runners, cam size, and stroke.
The thing abou the 300 isn't really how much torque it makes, it makes a decent amount for its size, but that it makes it so low. This is done by narrow, long length intake runners, cam size, and stroke.
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Originally Posted by rhetor
http://www.sa-motorsports.com/diyport.htm
The thing abou the 300 isn't really how much torque it makes......
The thing abou the 300 isn't really how much torque it makes......
