Slant 6 Aluminum Performance Head

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More modern output references;
3.5L Honda Odyssey/Pilot/Ridgeline 280hp
Pentastar 3.6L in RAM form 305hp
Hyundai Genesis 3.8L '09-'15 306hp, newer GDI's are 348hp
GM 3.6L '16 & ^ 335hp
These all represent basically all-out slant configuration outputs as it stands today, but they do it on pump regular, will(barring defect or abuse)likely run 150-200K,..pass modern IM standards....on & on..........
which is why simply making an Al-u-minimum replacement of the current head....even a well ported-improved one, isn't going to catch fire.
Sure, You will sell some, but.........................
 
Killer6 said:
More modern output references;
3.5L Honda Odyssey/Pilot/Ridgeline 280hp
Pentastar 3.6L in RAM form 305hp
Hyundai Genesis 3.8L '09-'15 306hp, newer GDI's are 348hp
GM 3.6L '16 & ^ 335hp
These all represent basically all-out slant configuration outputs as it stands today, but they do it on pump regular, will(barring defect or abuse)likely run 150-200K,..pass modern IM standards....on & on..........
which is why simply making an Al-u-minimum replacement of the current head....even a well ported-improved one, isn't going to catch fire.
Sure, You will sell some, but.........................
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There are reasons why folks choose to build, race and generally enjoy working with older technology. Certainly anyone that has a goal to absolutely maximize efficiency, they should embrace the most modern equipment for each of the engines systems. There are nitches where people choose to maximize some engine operating systems but leave other engine characteristics intact and have much fun with it. The Slant Six . Org drag race series is one such example. That approach may not appeal to everyone and there are folks that just won’t get it, but there are folks that do get it. I do and I enjoy it.
No doubt some in the Slant Six Drag series could put a modern six in their car and go quicker. But the ‘fun’ would not be the same.
 
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Seems the Aussies have No problem with.
i would they maximized it!
 
LOL!! Easy Boys! We're not talking whether one should, or why would, anyone build or mod a Slanty. We're discussing what a viable new head has to offer. I have a rather long "manifesto" list, but the short 3-point one I posted earlier hits the big ones, it would have to deliver near race-ported performance OOTB with room for more.....'sall I'm sayin'!!!
 
There is an aluminum slant 6 head currently being made in the slant 6 club on Facebook. He is posting video of his progress on a daily basis. I am really interested in buying one if it is proven to be a reliable product.
 
cchrishefish said:
There is an aluminum slant 6 head currently being made in the slant 6 club on Facebook. He is posting video of his progress on a daily basis. I am really interested in buying one if it is proven to be a reliable product.
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Link please?
 
What would be the goal weight savings and or to have a head right out the box that could handle 300-350hp ? which would be an pretty agressive /6 race piece.

A fully done stock head can do about 300 ish hp ??
 
cchrishefish said:
There is an aluminum slant 6 head currently being made in the slant 6 club on Facebook. He is posting video of his progress on a daily basis. I am really interested in buying one if it is proven to be a reliable product.
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It looks very interesting for sure. Although certainly it's not a finished product, I wonder if he's going to make it a quench head? It sure doesn't look like it so far.
 
RustyRatRod said:
It looks very interesting for sure. Although certainly it's not a finished product, I wonder if he's going to make it a quench head? It sure doesn't look like it so far.
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seen where he posted 1st head going on an aluminum block and other than ports and valves is a copy of iron head, next head he dose will be with hp in mind and 3rd would be a cross flow head...id do a better chamber from the get go if it were me...
 
dirty white boy said:
seen where he posted 1st head going on an aluminum block and other than ports and valves is a copy of iron head, next head he dose will be with hp in mind and 3rd would be a cross flow head...id do a better chamber from the get go if it were me...
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There's just not enough room in the engine bay for an efficient cross flow head, IMO.
 
nope, be to tight on the right for any length of intake runner and just ant no way for a header or any kinda duel manifold set up ether! so a good chamber on a well ported head would be my objective!!
 
I laid out a hemi head for a slant six years ago. An all aluminum slant six would be neat.

But so would a all aluminum flat head Ford, and you just ain't gonna sell hundreds of em, let alone thousands. Stories of those will be forever floated and that hasn't happened yet, to my knowledge. It takes money to make these things happen, sadly.
 
I see little point in a aluminum head other then it's kewl.

A ported out factory head takes a /6 out to fairly radical level not much more room for NA power.

/6 is fairly light anyways lighter is always better though.

Basically if some offered a cnc ported reworked factory head that peeps could just bolt on it would 90% of what a aluminum head could offer most anyways.
And if they sold like hotcakes then some company might do aluminum if they seen a market.
 
273 said:
I see little point in a aluminum head other then it's kewl.

A ported out factory head takes a /6 out to fairly radical level not much more room for NA power.

/6 is fairly light anyways lighter is always better though.

Basically if some offered a cnc ported reworked factory head that peeps could just bolt on it would 90% of what a aluminum head could offer most anyways.
And if they sold like hotcakes then some company might do aluminum if they seen a market.
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Yeah and like I said earlier, there's not enough room for a cross flow. So you're still stuck with the same restrictions as the stock head, so how much "better" can it really get? I'm sure a little "tweaking" can be done to optimize port placement and shape, but how much gain would there really be? I guess we can see what the guy ends up doing. You never know. He may come up with something.
 
273 said:
I see little point in a aluminum head other then it's kewl.

A ported out factory head takes a /6 out to fairly radical level not much more room for NA power.

/6 is fairly light anyways lighter is always better though.

Basically if some offered a cnc ported reworked factory head that peeps could just bolt on it would 90% of what a aluminum head could offer most anyways.
And if they sold like hotcakes then some company might do aluminum if they seen a market.
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The main problem with the Slant 6 head is the flow. The head was designed for the smaller 170 CI. I have a 68-74 head sitting on my bench which has the more desirable combustion chamber than my 1964 head. The machine shop near me wants around $1500 to install the larger valves and port it out. So, I am waiting to see where this aluminum head thing goes before investing my money in my heavy head.
 
If someone makes a good quench chamber head with better port placement that would be interesting.
 
I manufactured an aluminum race head for the Chevy 250/292 six cylinder several years ago. I took this head to one of the Slant 6 Awards Banquets to show them how a modern performance aluminum head could look and be made for their Slant's. You'd think in a room full of racers that there would have been more interest in this, since I was offering to create one for them for no start up costs and funding it out of my own pockets.....
 
273 said:
What would be the goal weight savings and or to have a head right out the box that could handle 300-350hp ? which would be an pretty agressive /6 race piece.

A fully done stock head can do about 300 ish hp ??
Click to expand...

I don't think so. I'd have to see a 300HP slant with my own one good eye. I think the limit for a street engine on 100% pump gas is probably 250-265. But really why does it matter? People who build slants do it to be different.
 
If You're willing to go crossflow, then sidedrafts &/or FI are more suited to those goals, with race-length runners. The high port entry desired on the intake would make it easy to put them over the Passenger inner fender, if the racecar even has them, and the exaust can easily be designed to use current /6 headers etc. Other than a Hemi/4-valve layout, there is no reason to contrive a "crossflow" anything. Same with a quench pad, for what? Other than a heart-shaped short-side shrouding to develop inlet swirl, only 170's & race 225's w/zero deck pistons can develop the squish dimensions to turn such a pad into the fast-burn chamber intended.
 
CNC-Dude said:
I manufactured an aluminum race head for the Chevy 250/292 six cylinder several years ago. I took this head to one of the Slant 6 Awards Banquets to show them how a modern performance aluminum head could look and be made for their Slant's. You'd think in a room full of racers that there would have been more interest in this, since I was offering to create one for them for no start up costs and funding it out of my own pockets.....
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I remember that....kind of a gut punch eh? Kudos for the effort. A long stroke small bore aint the best starting point.
 
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