Folks,

Many guys asked me to post some pics of valve unshrouding for big valves so here they are, along with one truck pic and a before and after engine pic, and a manifold ported for the big Aussie gasket holes.

http://tinyurl.com/rockphotos

I must acknowledge the fabulous help of NewLancerMan whose site they are on. This geeky stuff stomps me where engine work, machine shop, and painting never do! Thanks Menko!

rock
'64d100

Nice pics, rock! Man, the truck looks great too. Keep on truckin'!

Lou

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Home of Slant6-powered fun machines since 1988

WOW!

What a beautiful truck! I love the early grilles.

Nice chamber work. Where did you end up for final CCs?

My wife has a 66 D100 project......

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Yeah....Im the one who destroyed this rare, vintage automobile.....

Very nice. Thanks for sharing these pics.

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Chuck and the Flying Valiant

Thanks for the pics. I have envisioned what that would look like but have never seen them opened up.

So, the followup question for you is how is it done? Can the machinist do the cuts the same time he cuts the valve seats? Or do you cut them with a die grinder and pray you don't slip??

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Chris'
Autobody
Restoration
Service

Rock,

Sweet truck! I love red Sweptlines (ok ok Utiline, but still) Did yo run HEI? If so, where'd you hide all the wires at? Very clean looking bay.

Stephan

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Stephan Nelle

We have complimentary skill sets my friend. Trust me, when I try and dial in that distributor, you'll be hearing from me =)

Are the head's exhaust ports smaller than the exhaust manifold ports?

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Joshua

Do you have a good picture looking into the combustion chamber of the head with the valves out? Thanks, Rick

I want that truck! Same deal as the oil pan? You send it and I will pay for the shipping.

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66 Lil' Red Piggie Valiant (Mater Crusher) - Thanks Zilla!!!!! 72 Demon (Number 1 Son's)

Josh, just out of curiosity what makes you ask that?

I asked because the head's exhaust ports look really big at the port face. The exhaust gasses should not be running into the sharp edge of a smaller manifold or header port as doing so creates turbulence and an aerodynamic constriction. The exhaust manifold or header port should always be larger than the head port. Also, on the intake side at least, the ports of a stock head are already larger at the port face than down in the port very slightly. Best guess for this is to accommodate a slight mismatch between the manifold and head. Again, the purpose is to not run the gasses into a sharp edge.

Bell mouthing the exhaust and slowing the velocity at that point is a bad idea. Unless one was to uniformly enlarge the exhaust port (which already flows better than the slant's intake port) it's a complete waste of time at best and ruins the head at the worst. Thankfully Rock doesn't appear to have hit water.

So many people spout off about "gasket matching" it really bugs me. Who figured out the holes in the gasket are the ideal size? If they are what are all the other conditions of this "ideal"?

Always ask why and don't accept the answer even if it comes from an expert. I am no expert, but I make a lot fewer mistakes than I used to.

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Joshua

Nice looking truck there Rock.

Did you use Endnbld SS 1.70", 1.44" valves? How did you determine how far to cut back the relief, or did you just grind back to the inner edge of the head gasket and call it good?

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67' Dart GT Convertible; the old Chrysler Corp.
82' LeBaron Convertible; the new Chrysler Corp
07' 300 C AWD; Now by Fiat, the old new Chrysler LLC

Ok that's what I was thinking you were getting at, as I could see that any constriction leaving the head would not be a good thing. Just wondering as I get ready for stage 2 of the head massaging in the next few months here to take advantage of the wiseco pistons and k1 rods.

Thanks for answering! If I can make 1 less mistake a time, I'd be doing pretty good

MJ