Monty2556
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| posted on 27/2/14 at 07:42 PM |
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X Flow Heads
I've read a lot about x flow heads and the more I read the more confused I get. Perhaps I could get some definitive answers from the experts!
1. I've read the the standard 1300 head is the same as a 1300 GT head. Doesn't make sense to me but is it true?
2. If it is true why the reference to a 1300 GT head being part of the engine tuning?
3. What are the diameters of standard valves and, if there is a difference between standard and GT what are the GT valve diameters.
4. Can a 1600 GT head be bolted straight onto a 1300 block and, if so, what are the advantages?
5. How do I identify a GT head?
6. I believe there is a low compression and high compression x flow engine. How do I know the difference?
Sorry for all the questions but I suspect they're all interlinked.
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MikeRJ
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| posted on 27/2/14 at 08:33 PM |
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This PDF should tell you all you need to know. The main differences on the GT
as a longer duration cam, twin choke carb and tubular exhaust manifold. As far as I know the heads were the same.
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mark chandler
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| posted on 27/2/14 at 09:59 PM |
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When escorts were £500 we played around with them, so pushing my memory
1300 little valves
1300 gt was a 1600 head = larger valves
1600 gt, pretty rare as came in series 1 Capri had the largest valves before they went to pinto power, so pre 1972.
We built a couple of 1300's with a 1600gt head, they just bolt on.
These engines all had flat heads with dished pistons, some early cross flows had 1/2 the combustion chamber in the head, these are rubbish.
Regards Mark
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D Beddows
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| posted on 27/2/14 at 11:35 PM |
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Is this to do with Locost racing? if it is you're barking up the wrong tree 
1300 heads are all the same, the 1600 GT head is the one with the bigger valves HOWEVER from (dyno) experience bolting one to a standard 1300 block
wont get you much.
1100 pistons in a 1300 block will get you much more because of the extra compression - overbore it to +90thou and you get some more....... it goes on
tbh......
I can see no reason to use a 1300 crossflow other than to go Locost Racing, just because you have one (get a Zetec instead in that case waaaay
cheaper) or make it a 'screamer' (which is a whole other topic) but, if you elaborate as to what you're trying to do we can probably
help 
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arrow-engineering
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| posted on 28/2/14 at 10:43 AM |
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mark is right
the 1300 gt used a standard 1600 head so there are 3 versions of the crossflow valve sizes as standard
1300
1300 gt = standard 1600
1600gt.
following up on another comment stating that the earlier crossflows with a bowl in the piston and in the head were rubbish, those variations actually
made more power than the later flat head crossflows, about 5 hp more.
the best combination overall for power is completely flat top pistons with all the chamber in the head, you get a better burn due to the way the flame
front moves away from the spark plug more efficiently.
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Paul Turner
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| posted on 28/2/14 at 03:05 PM |
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The valve sizes also depend on the car the engine was fitted to.
Escort 1600's were never fitted with a non GT head, all 1600's had exactly the same valve size and all were fitted with the GT cam etc.
All Escort 1300's had the same valve sizes but 1300 Sports had the GT cam.
X-flow heads used on other Fords did not follow the above so you need to satisfy yourself as to the origin of the engine.
Also remember that by now most x-flows are like Triggers broom.
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Monty2556
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| posted on 28/2/14 at 10:29 PM |
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Many thanks for all your help. I'm a wiser person. I understand the Zetec argument but the reason I'd like to keep the 1300 is pure
nostalgia. I grew up with xflow engines and later, Pinto engines. By the way, is it usual to put a Pinto engine into a Locost. Would it mate directly
onto a Capri/Escort 4 speed box?
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