When Fred and I started this /6 turbo project, we were fortunate to have some really good luck in several ways; one was to happen across a ported, big-valve cylinder head on ebay.. Buying a pig in a poke, for sure, but I went for it ($700.00) and when it arrived, I took it to my machine shop for analysis, and the head min there, said it was an A-1 porting job and that the valve job was a good one, so I had him check it for straightness (it was less than a thousandth of an inch "out") from end-to-end, so it didn't get milled. With shipping and the machinist's inspection and stamp of approval, it cost me about $900.00, which was about what I'd expected to pay for a workable race head.
The engine block was aan engine that had never had the head off (never rebuilt) nd had been in storage for 35 years (!), so we didn't deck (machine) any off the top of the block, either, so compression should be optimal, with pistons from Wiseco .167" down in the block.
I CC'd the head, added the gasket area dimensions and came up with 8.8:1, just about perfect for a turbo motor.
We're going to try to start it this weekend, if the weather will cooperate (and, when that that ever happen???)
The valve clearance reccommendation from the cam grinder (BULLET CAMS) for clearance is .016" for both intake and exhaust HOT and running. We can't DO "Hot and running" because we're starting the engine for the first time ever, and breaking in a new cam at 2500 rpm for 30 minutes.
So, we'll have to set them cold. We were wondering what happens to the valve vlearance in a slant 6, going from stone cold to hot.
Anybody got any information about that?:-?
If we knew that we could set the valve clearance cold, with some confidence.
Anybody????
