qkcuda
Well-Known Member
How many cc's are the stock open chamber heads?
How many cc's are the stock open chamber heads?
Uncle Tony will buy that...
the slant heads combustion chambers that I have cc'd are all in the 57-58 range, those have all been the newer peanut heads. One cc could be in the choice of sparkplugs, filling technique.These measured 56 before being ported. I THINK that's about what the stock production heads are, I'm not sure. I haven't measured any of those yet. The only other one I've measured is the one on Vixen now that was milled heavily and it's 34CCs.
Just don't let this thread die here ...
I really want to know how the engine runs once complete .
Are you going to maximize quench and comp. ratio ?
Rusty, I had to swap head gaskets around based on my cam and piston clearance.
Do you have a copper gasket?
The one I have here is around .040, close to the perm-a-seal composite.
My steel was .020.
I know as you close in on the build you will figure that out.
I was just re-reading this thread, pretty darn cool.
I noticed the supports on the number 1 and last rocker shaft support.
Never noticed that before.
I wanted to bring this back up since I changed my mind on the pistons. I just couldn't go with the dish pistons. My original intent was to build a smooth idling engine, but I've grown to really like the lumpy idle the engine in Vixen has now, plus it pulls like a beast. So I'm going back with a similar camshaft and to do that, I swapped the flat tops back on. They have a 4cc single trough valve relief. That will keep compression over 10:1 like it is now, but I will have the benefits of a good quench with the closed chamber head and all the port work and bigger valves. There's no sense in using a baby cam and low compression with a head like this. Plus, I'll also have my Clifford header added too, so the next engine should be pretty perky. Here are the pistons I am going to use. They're the non turbo piston for the 2.2 Chrysler 4 cylinder. A really thick hyper piston. I had the 198 rods resized and had ARP rod bolts put in too. These will actually sit about .007" down in the hole at TDC. That, plus the head gasket thickness will produce a good quench number.I'm going to maximize both for what I have, yes. The block will get decked .055" for zero deck height. Pistons have a 14.5CC dish and heads are 59-60CCs. I woulfn't mind finding a thin steel head gasket, but not a deal breaker. With a .040 gasket I get like 9.1:1 which is about where I want to be. I didn't want to end up with 175 PSI cranking pressure like this engine I am running now.
I'm hopin so!That should work out well Rob
Yup. That's what the 198 long rod and 2.2 piston enable you to do.0.007 in the hole is a hell of a lot better than the 0.180" I have and that's even after a 0.030 shave off the block deck
You can still see the fingerprint from the gasket for the combustion chamber.... dude That's Cool Rob!Here is a good closeup of the chamber. It is unmodified from the factory casting. It MAY have been milled in the past just for a clean up, but I don't think so. I'll know more and will post more pictures soon.
View attachment 1715687364
I want to say my 63 Dart GT two-door had one.... originally, now I cain't remember if it was replaced or not.I don't think I have ever seen a 198 in my life. "unobtainium"
Couldn't be original. The 198 was made from 70-74. It certainly could have been a transplant, though.I want to say my 63 Dart GT two-door had one.... originally, now I cain't remember if it was replaced or not.