Looking for X Head Picture

[PRH]

I may just be kidding myself, but I feel like the X head SSR doesn’t need an extraordinary amount of rework to support flow in the 270+ range.
Sure, the whole port needs attention, but the SSR shape just seems to require less effort to get you(me) there.

 

[Desoto291hemi]

After-

View attachment 1716446100

Lift—— In
.100— 67.8
.200—138.0
.300—196.0
.400—240.0
.450—253.1
.500—247.6
.550—248.7
.600—246.8

This is a T/A head, so I’m not keen on pushing the limits of the SSR on those.
I’ll trade a few less cfm for no holes.

Also, that’s more guide boss trimming than was done on the 266cfm X head.

Now that is impressive work right there !
I guess you do know how to make a cylinder head work well .

Tommy

 

[PRH]

Thanks, but there are plenty of people who are better at it than I am.

I can get sbm heads to a certain level ……but for those who want “all you can get”, I’m not that guy.
(Actually…… that’s true for pretty much any head)

 

[ValiantRacing]

So it’s more of a cost and availability thing?

It seems to to me, that it is the best head to use, when i did a CC on one it was a couple cc more that a J head

 

[Desoto291hemi]

Thanks, but there are plenty of people who are better at it than I am.

I can get sbm heads to a certain level ……but for those who want “all you can get”, I’m not that guy.
(Actually…… that’s true for pretty much any head)

I’m sure you are being modest .
But at least you acknowledge that factory heads can work just fine with a nice massage .
Factory stock just didn’t have the man power available to work them well .
They were production parts,,,,only so much can be done on the machining process .

Yes,,,,in an all out race environment,,,they come up short .
But how many factory components don’t come up short ?
For what they were,, very good heads,,and more than enough for 90 % of the end users .
Thank you for showing this .

Tommy

 

[Earlie A]

So in a stock class you could put a 2.02 valve in the head if it came in the engine for the year of the car? So a stock class 1973 340 would be limited to 1.88?

 

[PRH]

Correct.

 

[Earlie A]

So in stock racing is the bowl cut part of the valve job? Anything goes with a valve job?

 

[PRH]

The bowl cut is acceptable, and any valve job is okay…… but there is a runner volume limit you can’t exceed.
Sbm with a 2.02 is like 162/163cc.

 

[ValiantRacing]

The bowl cut is acceptable, and any valve job is okay…… but there is a runner volume limit you can’t exceed.
Sbm with a 2.02 is like 162/16X

the X is 167 and the 587 is 162

 

[clementine]

Sorry for the novice question here but….

What’s the fix when you hit the water jacket? Welderup?

 

[Earlie A]

Sorry for the novice question here but….

What’s the fix when you hit the water jacket? Welderup?

Is this a general question or do you have a particular problem? Picture?

 

[Earlie A]

Pin hole in cast iron head
Here’s a redneck solution to a pin hole in cast iron head problem I faced a year ago. Fixed it with Belzona epoxy and a mechanical fastener. It’s still holding.

Other repair options are discussed in this thread as well.

 

[PRH]

the X is 167 and the 587 is 162

I looked, but didn’t see the 894 on the list.

Edit……. I see it’s on the next page…….after the Ede stuff.

 

[clementine]

Is this a general question or do you have a particular problem? Picture?

General. All this talk about porting, I’m about to get dangerous.

 

[Scampin]

Some j head ****.

 

[273]

I’m sure you are being modest .
But at least you acknowledge that factory heads can work just fine with a nice massage .
Factory stock just didn’t have the man power available to work them well .
They were production parts,,,,only so much can be done on the machining process .

Yes,,,,in an all out race environment,,,they come up short .
But how many factory components don’t come up short ?
For what they were,, very good heads,,and more than enough for 90 % of the end users .
Thank you for showing this .

Tommy

I bet most would be happy with around 250 cfm especially with a stock stroke engine. And by the looks of it, all these heads with a little work can get there.

 

[273]

Do iron 340/360 heads work well with 2.05 and or 2.08 valves ?

 

[MOPAROFFICIAL]

I may just be kidding myself, but I feel like the X head SSR doesn’t need an extraordinary amount of rework to support flow in the 270+ range.
Sure, the whole port needs attention, but the SSR shape just seems to require less effort to get you(me) there.

It really doesn't. More work on the guide and bowl

 

[MOPAROFFICIAL]

Cherry core

 

[Earlie A]

Do iron 340/360 heads work well with 2.05 and or 2.08 valves ?

I hope the other guys respond. My experience would be that it is possible to get them in there but it may not be a good thing. Since you can’t get the apex area or the throat area where it really should be with the larger valve (because of water), it may throw the port out of balance. Too much downstream area may cause too much velocity over the short turn at 400-500 lift.

 

[PRH]

I agree the bigger valve in a non-X head “high effort” job might exacerbate the high lift flow stall, but a 2.055 does seem to work pretty well for the mid-level efforts(where I’m expecting the high lift flow to back up fairly early in the curve anyway).

I feel there’s less of that problem going on in an X head.

 

[PRH]

The X head I was doing my experimenting on was here for more substantial rework, so I took the Liberty of doing some basic rework steps, and check the results before actually diving in to what they were here for.
This was the last test I did before the big rework started……

What I did was a basic clean up of the entire port.
Some amount of guide boss trimming, diminishing the hump in the roof a bit, laid the SSR back a little more, and opened the pinch to .980”.
Nothing “maxed out” though.
That resulted in:

Lift—— In
.100— 63.0
.200—127.7
.300—180.0
.400—228.1
.450—246.8
.500—260.6
.550—266.3
.600—260.0

Ultimately, these heads got retrofitted for use with 11/32 stem valves and the seats cut for 2.055” valves.

With the guides trimmed down more, plus boat tailing behind the guide boss, the bowls enlarged for the bigger valves, more tweaking of the SSR, and the entire port getting hit with some sanding rolls, they ended up like this:

Lift—— In
.100— 66.0
.200—128.6
.300—184.8
.400—231.9
.450—251.3
.500—267.4
.550—275.6
.600—272.2
.650—263.6
.700—263.6

 

[66fs]

Virgin X head as found. Turquoise paint, carbon blocked heat crossover, and original gasket remains. I'll clean it up and take some close ups of the intake bowl.

 

[Earlie A]

Virgin X head as found. Turquoise paint, carbon blocked heat crossover, and original gasket remains. I'll clean it up and take some close ups of the intake bowl.

View attachment 1716446910View attachment 1716446911View attachment 1716446912View attachment 1716446913View attachment 1716446914View attachment 1716446915View attachment 1716446916View attachment 1716446917View attachment 1716446918View attachment 1716446919

Good stuff. Thanks for sharing. Am I seeing only 3 angles there, or is there 4? Clearly there is a bowl cut (probably 75 deg) and a 45 degree seat cut and a chamber (top) cut. Is there another angle?