Professional Porting |
Classic Inlines offers professional cylinder head porting for all small six cylinder heads, including stock log and Australian 250-2V cylinder heads, and our new aluminum cylinder heads. Services range from basic pocket porting and chamber work, to port matching and maximum effort
port-n-polish for full race applications.
The shop is fully equipped with a 400cfm flow bench capable of measuring airflow and velocity, a Quickway guide and seat machine with numerous 3D seat cutting attachments, a Quickway valve resurfacer, and the latest advanced computer simulation programs.
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The shop owner/operator worked for General Motors for 29 years as a Senior Engineering Associate, spending the last 17 years at the GM Proving Grounds, working in the Engine Development Group. Primarily working in the R&D department, he specialized in cylinder head, camshaft, and valve train design and development.
He also has an extensive background in racing, building numerous motors and several race cars over the past 36 years, both for his customers and his own personal use. As such, he has many hours sitting behind the wheel, most recently in his "A" Gas dragster.
He has ported and assembled numerous aluminum cylinder heads for Classic Inlines, as well as several Australian 250-2V cylinder heads, and numerous cast iron log heads. He has also done 2V conversions and log modifications, and as such, has more experience building performance cylinder heads for the small six than any other shop in the USA.
Simply put, he has the experience and knowledge to do the job right, the first time. And while it may cost a bit more to have us build a head for you (mainly due to shipping fees) you'll be able to install your rebuilt cylinder head with confidence, knowing the job was done properly.
If you don't have us do your head work, be very cautious selecting a shop. Working on a set of V8 heads does not qualify them as experts on the small six head. I can't tell you how many times I've had customers tell me they have a so called "expert", working on their cylinder head, only to hear the nightmares several months later. And just in case your wondering, yes, we do fix their errors.
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For information on Cylinder Head Rebuilding and/or Modifications, click here. |
Important Ordering Information |
When ordering a ported cylinder head, please include the following information; deck height, bore size, gasket thickness, desired C/R and RPM range, type of induction, cam specifications, type of transmission, rear gear ratio, intended application (daily driver, weekend cruiser, show car, street/strip, etc),
and any other pertinent information. All prices are labor only, parts are extra unless otherwise noted. Please allow six to eight weeks. |
Description and Pricing
( labor only - parts are extra) |
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Stage 1 - Surface Milling & CC |
$200.00 |
Includes surface milling the cylinder head and sizing the combustion chambers so the CC's of the cylinders are of equal volume, hence keeping the C/R equal. The higher the compression ratio is, the more critical this becomes. |
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$350.00 |
Includes a light clean up and polishing, blending from the valve seat into the port bowl area, port matching both the intake and exhaust ports, a multi-angle valve job,
back-cut valves, and cylinder head assembly. |
Stage 3 - Performance Street |
$600.00 |
Includes Basic Street Porting above, plus fully radius'd exhaust seat profiles, sizing of critical areas for the specific engine build-up and rpm level. This enhances the air flow and velocity in street/strip applications, providing the best street performance level possible. |
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$950.00 |
Includes both Basic and Street/Strip porting (above), plus fully ported and polished ports, contouring of the guide boss areas, fully blending the combustion chambers, and additional port work to cross sectional areas. Intended for maximizing wide open throttle. |
Stage 5 - Full Race and Custom |
By Quote |
"Maximum Effort" - Includes all of the work above plus modifications based on the specific application. Modifications may include relocation of valve seat pockets, the installation of larger valves and/or copper alloy seats, custom welding and build up of the ports, and so on, to achieve the full performance potential for your application. |
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We are currently working on an aluminum cylinder head for my 66 coupe, which will be naturally aspirated and raced in Open Comp. Eventually we will upgrade to EFI, and finally it will be supercharge with either a ProCharger, Paxton, or Magnuson blower. Our goal is to produce as much power as possible in each of the three stages, documenting the HP and torque and engine build specifications as we go. As soon as the head is completed and tested on the flow bench, we'll post the results in this section.
We'll also post results from some of the various cylinder heads completed for our customers, as well as pictures of the heads while they are being worked on and when they are completed.
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UPDATE: The flow numbers posted below are from my cylinder head, which was ported for street/strip usage. We hope to build a naturally aspirated 250ci, using this head, that will exceed 320hp. Once
it's been dyno'd we'll post the results here, and in our dyno section. |
For information on Cylinder Head Rebuilding and/or Modifications, click here. |
Ford Small Six - Aluminum Cylinder Head - Flow Ratings
(144/170/200/221/250ci) |
Intake |
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.100 |
.200 |
.300 |
.400 |
.500 |
.600 |
US Log |
45 cfm |
87 cfm |
108 cfm |
119 cfm |
124 cfm |
127 cfm |
OZ 250 |
63 cfm |
101 cfm |
133 cfm |
155 cfm |
156 cfm |
156 cfm |
CI Alum |
52 cfm |
99 cfm |
143 cfm |
180 cfm |
201 cfm |
210 cfm |
Ported CI |
55 cfm |
103 cfm |
159 cfm |
196 cfm |
223 cfm |
231 cfm |
Exhaust |
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.100 |
.200 |
.300 |
.400 |
.500 |
.600 |
US Log |
36 cfm |
68 cfm |
91 cfm |
98 cfm |
103 cfm |
105 cfm |
OZ 250 |
36 cfm |
68 cfm |
91 cfm |
98 cfm |
103 cfm |
105 cfm |
CI Alum |
40 cfm |
79 cfm |
111 cfm |
144 cfm |
164 cfm |
174 cfm |
Ported CI |
44 cfm |
87 cfm |
122 cfm |
159 cfm |
179 cfm |
184 cfm |
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