alfas
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| posted on 4/6/14 at 09:11 PM |
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ford x/flow: tuned 1300 head on 1600 engine
does there speak anything against fitting a ported, big valve, double valve spring, steel rocker posts, 1300 head head on a 1600 block?
the valves fitted to the 1300 head are bigger than the ones in a 1600GT head
the 1300 engine is fitted to my car, the 1600 block (in perfect condition) laying in my garage...
i also found a new 234kentcams in my spareparts
so my idea was: updrated 1300 head on my 1600 block, fitting the 234cam with 1600 push-rods in the same time--> would give me some more power.
[Edited on 4/6/14 by alfas]
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cliftyhanger
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| posted on 4/6/14 at 10:30 PM |
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Not familliar with the head.
But my only concern would be the final CR. If it was (for instance) 10:1 on the 1300 head, entirely possible, you could end up with about 11.5:1 which
could well be miles too high.
Happy to be wrong, but it is something you need to get right.
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jollygreengiant
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| posted on 4/6/14 at 10:46 PM |
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Xflow compression was generally set by the bowl in the piston. Some Xflows had a fully flat head whilst some Xflows had a slight chamber in the head
(about the depth of a valve (2mm - 3mm IIRC). Changing the compression was mostly done (on the relatively cheap then) by swapping the pistons down to
those from a lower CC unit. ie, if you had a 1600 engine then fit 1300 pistons, if 1300 then fit 1100 pistons.
The only thing that I would be wary of with the head change is that although ported, are the ports still smaller than the1600 ports, and are the
chamber faces the same, ie flat for flat or chambered for chambered. IF the ports are the same diameter AND the valves the same or bigger then
assuming the same cylinder face then there would be no problem.
Beware of the Goldfish in the tulip mines. The ONLY defence against them is smoking peanut butter sandwiches.
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alfas
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| posted on 5/6/14 at 04:28 AM |
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the 1300 is a 711block..so it should have a flat head, i guess? (i hope!!)
so iŽll better check with an endoscope before taking the head off the complete (and working) engine.
good advice with the smaller ports!!!
the head from the 1600 engine has original ports, valve size is:
IN:~39,2mm
EX:~33,7mm
[Edited on 5/6/14 by alfas]
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jollygreengiant
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| posted on 5/6/14 at 09:25 AM |
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Oh yes and flat head pistons had small cut out pockets in the outer top edges of the piston (for valve clearance), pocketed heads had smooth top land
edges on the piston around the combustion bowl. IIRC.
Beware of the Goldfish in the tulip mines. The ONLY defence against them is smoking peanut butter sandwiches.
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DW100
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| posted on 5/6/14 at 09:41 AM |
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1100, 1300, 1500, and 1600 all shared the same bore size, spacing and head gasket. So a lot of the bits will interchange.
1300 head on a 1600 should be no problem.
Many of the 1300 and 1600 shared the same casting.
I knew someone who ran a Fiesta with 1300 crank, 1500 block, 1600 rods and special pistons to get the deck height right.
The quickest engine I ever build ran a flat Head and flat forged pistons running about 7mm down the bore with no squish at all. With a Newman phase 4
cam it would idle smoothly at 800 rpm pulled well and made 182 Bhp. People still told me it wouldn't work but...
[Edited on 5/6/14 by DW100]
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jollygreengiant
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| posted on 5/6/14 at 05:43 PM |
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quote:
Originally posted by DW100
1100, 1300, 1500, and 1600 all shared the same bore size, spacing and head gasket. So a lot of the bits will interchange.
1300 head on a 1600 should be no problem.
Many of the 1300 and 1600 shared the same casting.
I knew someone who ran a Fiesta with 1300 crank, 1500 block, 1600 rods and special pistons to get the deck height right.
The quickest engine I ever build ran a flat Head and flat forged pistons running about 7mm down the bore with no squish at all. With a Newman phase 4
cam it would idle smoothly at 800 rpm pulled well and made 182 Bhp. People still told me it wouldn't work but...
[Edited on 5/6/14 by DW100]
Yes, I know where you are coming from on that, did similar my self, lots of people said it wouldn't work, but, ......
1980, I had a Mk1 Cortina with a home brewed 1660 Xflow. 711m Block & rods, Lotus Twincam pistons (machined flat & then block deck height-ed
for 11.5:1CR), Flat full race head and matching camshaft. All lightened, balanced, heat treated/tufrtided (as appropriate), with Piper Ladder rocker
gear and twin 40's. Never did have it on a rolling road, but, with a 3.77 diff in the back end it would rev to 8000 in top giving a top end of
140.
Sorry I still go misty eyed thinking about it. 
Gave me one of the biggest bangs I'd heard in my life one day when I managed to strip ALL the teeth off the input shaft in the single rail
gearbox when doing a traffic light grand-prix. :O
Beware of the Goldfish in the tulip mines. The ONLY defence against them is smoking peanut butter sandwiches.
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alfas
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| posted on 5/6/14 at 08:06 PM |
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this afternoon i took the head off the 1300 engine. its a flat head!!
the car, when i purchased it, was sold as
"Fully Rebuilt and reconditioned engine
1300cc XFLOW ENGINE with +0.90 Pistons OMEGA CAST
Ported / polished and skimmed CAST head
larger exhaust and inlet valves"
its fully rebuilt
+060 AE cast Pistons
original (narrow) 1300 ports In and EX (unmodified, non ported, un-polished, bog-standard)
valves are ~34mm and ~39...so more or less standard GT size
so my idle wish...getting some additional horsepower with a better flowing head bursted like a bubble.
so i fitted my 1600GT spec head now on the 1600block...together with a 234cam...this should give at least some more horses, compared to the 1300
engine????
[Edited on 5/6/14 by alfas]
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