Slant 6 Aluminum Performance Head

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Robert Maw is gettin it done on the Facebook Slant Six Club page.
 
CNC-Dude said:
For exotic niche market products like this, cost will always unfortunately be the downside. So naturally, with better designed port configurations may also come better and different intake port shapes and sizes that may no longer allow the existing intake manifolds or current headers to bolt on. So possibly new intakes and headers may be required because the ports are larger, or taller or spaced farther apart. Then comes the valvetrain, I would design it to use roller rockers and shafts already available for the SB or BB Chrysler engines as well as the valves, so those parts wont be custom or hard to find if someone wanted to build their head themselves.
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The problem w/the rockers is the Slanty rocker is longer as is, does use the same shaft dia as the B/RB, and shifting the valvestems to a shallower(closer to vertical to the deck) angle may solve that issue,....but isn't going to return any real flow gains. Unlike SBC's & BBM's, the /6 valves are well placed in their tiny bores, & relatively easily deshrouded within those limits. Believe Me, l considered canted intake valves actuated by custom rockers with the roller tip angled & wide enough to follow the cant thru the lift cycle from a common stock shaft, with thrust washers & billet hold-downs to control the lateral loading. In the end, there just isn't enough room to put meaningful cant in w/o rockers running into each other. When l say l've given this a lot of thought, l ain't F'n around....& when l say l've got ideas...Ditto.......
 
clementine said:
Is there an existing cross flow 8 cylinder engine that has the same spacing as the slant. I thought I have seen a guy weld two aluminum head with one cylinder lopped off for a 292 chevy engine. Sorry if this has already been discussed I didnt read the entire thread.......yet.
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The bore spacing doesn't have to be identical. I've seen 292 Chevy with split heads, and the donor did not share bore spacing, nor were the heads welded together.

RustyRatRod said:
Well, I for one do not believe there is room for a cross flow head. No how, no way. An intake on the passenger's side would totally cover the distributor making access all but impossible. Screw that noise.
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There is. Use the jeep crank position sensor and run DIS, kinda like the bold beeper in Mopar Action.

clementine said:
So is there a known aluminum V8 head with the same cylinder spacing? I guess it seems all for naught when you then have to figure out weather the pushrod geometry is correct. Fun to think about.
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See above. Google leads the way.
CNC-Dude said:
A street engine and a performance engine take different paths through the machine shop. You don't prep or perform the same machining operations to both because their purposes are completely different. So, by adding an aluminum head to it, the owners intentions with his own build would likely have to follow the same path through the machine shop as the performance or race engine would. But 300 HP is not an incredibly high expectation for the Slant, especially if adding a turbo or nitrous. That increased power level doesn't automatically mean shorter lifespan as long as the engine is prepped according to it's intended use.

Just as a point of reference, there are several guys running my aluminum cylinder head and a similar aluminum head made by Sissell Automotive on their Chevy 6 cylinders that are making in excess of 900 HP with a turbo as big as a basketball and have to drive a 50 mile trek on city streets and interstates as part of their racing requirements for these Outlaw type shootouts they compete in. Many people do what they do simply because they can and for no other reason.
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If you make heads for 292 Chevrolet, pm me
 
jos51700 said:
The bore spacing doesn't have to be identical. I've seen 292 Chevy with split heads, and the donor did not share bore spacing, nor were the heads welded together.



There is. Use the jeep crank position sensor and run DIS, kinda like the bold beeper in Mopar Action.



See above. Google leads the way.


If you make heads for 292 Chevrolet, pm me
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What intake would you use? Make the head with stock ports for a stock intake? That would be pretty shitty. So now you're opening the can of works for custom made head, intake and exhaust manifolds. It's not just the head, it's a whole induction system. That's why nobody's done anything with it. It's a rabbit hole.
 
That's one of several disadvantages of creating a hybrid style head, many forget you also then need to create a custom intake, header, valvetrain, valve cover and maybe even a cam. Especially if the port arrangement is different than the original head.
 
RustyRatRod said:
What intake would you use? Make the head with stock ports for a stock intake? That would be pretty shitty. So now you're opening the can of works for custom made head, intake and exhaust manifolds. It's not just the head, it's a whole induction system. That's why nobody's done anything with it. It's a rabbit hole.
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Rabbit hole, my left foot. It's hotroddin.

If the Chevy cretins can build this crap, so can the Mopar cretins.
assembly018.jpg
 
what if just a stock aluminum head was made with little extra meat for porting.
just asking!
 
Here's a quick breakdown of the costs involved to create the patterns and cast a cylinder head(2010 prices, i'm sure they have gone up considerably).

-Basic 3D modeling time and labor and prototype R&D, flow analysis,etc.. to make a few full size scale sample heads....$75K
-Cost to cast about 30 cylinder heads....$15K
-Cost to have raw castings shipped to your facility....approx $1K
-Cost to purchase valve seats, valve guides other misc. hardware needed for bare cylinder head....$9K
-Cost to machine raw castings into ready to assemble unit.....$18K
-Total cost per cylinder head to complete.....$1433-ish
-Modest profit markup of 25% brings approx. retail price to.....$1910

Sounds fair doesn't it....????? With each new batch of 30 cylinder heads you have to fork out approx. $43K to start the cycle all over again. When you sell them, that's just going to recoup your costs to get them cast and machined.....when do you start getting reimbursed for your initial $75K to begin with......? Never....!
 
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Not saying it can't be done or shouldn't be done. Both the Chevy and Ford inline engines have aftermarket aluminum heads available for them. Back when, someone had to scratch his head and take the plunge to give it a try. Not saying they were a failure, but as some have pointed out, is it really necessary or is it needed. To some enthusiasts, they are always looking to push ahead farther and try new things. While others may have no interest at all. Yes it would be expensive initially because you would be starting from scratch. And realistically, how many would you sell over time to recoup your investment if a head was created? And how long would it take to recoup your investment? These are valid questions anyone looking to fund such a venture would ask, because if it went sideways, there probably wouldn't be many standing in line to buy the remaining assets to bail you out and give it a try themselves. You could very easily go down like the Titanic and loose it all financially before you could recover from it.
 
Why does it always come down to making a buck? Literally 100s of thousands of races out there who put gobs of money in their race cars and NEVER get any money back. I know of one guy that has a million bucks in his operation and gets nothing but notoriety from it. Innovators make something, if it’s good others will want one too, then and only then will it be possible to MAYBE make a dime. You don’t make the cart then invent the horse. The other saying that’s rings true “necessity is the mother of invention’”
 
Ceedawg said:
Why does it always come down to making a buck? Literally 100s of thousands of races out there who put gobs of money in their race cars and NEVER get any money back. I know of one guy that has a million bucks in his operation and gets nothing but notoriety from it. Innovators make something, if it’s good others will want one too, then and only then will it be possible to MAYBE make a dime. You don’t make the cart then invent the horse. The other saying that’s rings true “necessity is the mother of invention’”
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It comes down to uhh, where'd He get a million to piss away, & how many w/that want to do it on a Slanty? That's what it comes down to...those who don't are willing to donate their time, intellect, & available resources...but most can't just produce product out of charity Dude. The point here is, even there are those willing to give some or a lot of the above, it seems They're met with "meh" or in-fighting..but l still have hope to make somethin' happen.
 
even if it were stock head of aluminum. what would be a fair price?
say 500. each, how many would want one?what would soul benefit be. half the weight?
if could get a few more hp or mpg's.
 
moparblood said:
even if it were stock head of aluminum. what would be a fair price?
say 500. each, how many would want one?what would soul benefit be. half the weight?
if could get a few more hp or mpg's.
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Refer back to my previous post detailing the costs involved to design and cast a new cylinder head casting. Regardless, If it is a stock type cylinder head or high performance, the initial starting costs to produce one are the same, as are the machining costs to produce a finished cylinder head.
 
Are people wanting a aluminum head that basically a replacement but that can make 200-250 hp with out porting or is it that you want some race piece that can do 400+ hp ??

From what I understand s stock head needs porting to make 200 plus hp and a max ported head can do 300 hp so other than weight or going for over 300 hp which is probably fairly radical /6 I don’t see need for a aluminum /6 head. Be nice for the few but the stock head with work can accomplish what most peeps need.
 
everyone always wants something better than stock, was trying to use a metafor gauge.
if one is produced n is better. just like electronic ignition. most would probably get one, provided its cost effective.
 
You always try to create a product like this that is better than what already exists. And that shouldn't be too difficult to do. Ideally, you'd want it to be just below performance wise what a moderately ported stock head is in flow and power potential with an entry level aluminum head, while being able to go well past a fully ported head to allow much higher HP potential, both with N/A builds as well as with forced induction than was capable with the stock Slant head.
 
as Rusty stated earlier, anyone watching Robert Maw in fb section? this is getting interesting.
also UTG is lighting up a /6 as it can get. Not alum. head but still.
 
moparblood said:
as Rusty stated earlier, anyone watching Robert Maw in fb section? this is getting interesting.
also UTG is lighting up a /6 as it can get. Not alum. head but still.
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A guy on.org made an aluminum billet race head about 5 or 6 years ago and had good results with it above and beyond what was done on that same engine with a maximum effort stock cylinder head. So its being done more and more as people get more ambitious and creative. I could do a billet head as well, but it would be so expensive compared to a new cast head nobody could afford it. It just all comes down to what tools and skill set a person has at their disposal to accomplish the tasks at hand.
 
This is a video off the Slant Six Performance Facebook page. It's from a recent acquaintance "Gustavo" I met over there talking about the closed chamber head I just got. This is a slant six in this car with one of the Argentine closed chamber heads. Just listen to this thing.

 
RustyRatRod said:
This is a video off the Slant Six Performance Facebook page. It's from a recent acquaintance "Gustavo" I met over there talking about the closed chamber head I just got. This is a slant six in this car with one of the Argentine closed chamber heads. Just listen to this thing.

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All I could hear was music, radio on?
 
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