Reddog's Pullin Truck board: Here's a work of Art.

For those who don't venture over to the 460.com board there and engine over there I thought I'd share with you all. It sure is pretty.

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Here's a write up about this motor.

This is an evolution of culminating designs that I have been working on since I left Trick Flow. These heads were made at ET Performance In Walled Lake , MI. I did the CAD(design) work in Solidworks and generated the toolpath in SurfCam Velocity II. It was a joint effort between myself , John Marcella, and Cary Chounard. Unfortunately, non of us work there anymore.

The heads are reverse image from a traditional Ford in that Intake and Exhaust lobes positions on the camshaft have been swapped. This is a theme and a discovery I made on the small block billet heads I made in 2002. They are also watercooled. they have more water than my small block version, primarily because I had a better machine to make them on.

The benifits of the reverse image layout transend a simple explanation, so I will offer these few justifications.

1) All pushrod Intake ports respond in airflow magnitude by straightening the port or squaring it to its opening in the manifold. This results in minimal wall on the Intake pushrod wall of the port. As you do this on a Ford bank offset you actually mis-align the ports bank to bank. Creating undesriable cahnge of direction in the Intake manifold. When you reverse image the head and crowd the pushrod you actually bring the ports into alignment across the motor.

2) The stock location of the lifter bores allow .100" more distance from the center of each bore. In other words if you just did a reverse grind camshaft you would inherantly gain pushrod clearance.

This design has nearly 45 deg. chamber rotation as the valve axiis intersect the deck compared to the longitudinal (crankshaft) axis of the engine. This is very similar to the last generation Trick Flow BBF head we built for Dave Sobczak. After struggling for 6 years in NHRA Comp. Eliminator We set a national record with Dave in 1993 in A/D @ 6.76 199.64. It's funny now how slow that sounds, but to put in perspectiv, John Lingenfelter was in the 6.90's.

(That head was never produced again after I sold the company to Summit.)

I'll try to stay on track. The nine cam bearings is something that I advocvated in may of 1999 with my Ultimate small block engine article in the Race pages in '99. It came out in the November/December issue but the photograph was taken in May at the Ford National in Reading, PA.

I had no idea what I was about to give birth to, but the simlarities to the Dodge P5 and the 500" Dodge counterpart heads with it's IEEIIEEI valve order high cam centerline 18 headbots and 2.300 pivot length rocker arms in the 2001 Mopar Performance catalog are a lot more than coincidence. Ironically, the first small block version Dodge made lopped off the corners of the valve cover to make it look different than my head, but the 500" version had alsmost 90 deg. of chamber rotation. The newer versions have been rotated back to about 45 deg.

I like most of you on this forum have obsessed over this stuff way too many hours/years/DECADES. I have finally have learned enough to satisfy my curiosity, although I will never stop wondering. The customers name Is Darrin Magadowski, sorry Darrin if I butchered the last name. I told Darrin that, as frustrating as it was from time to time, waiting for us to complete this project, that he will want to leave to his kids in his will,many years ferom now.

The head is not a hemi, but rather a Hedge. I will not reveal the flow, valve size or angles. I will say that some of its advantages over the Sonny Leonard GM Hemi ( a copy of the Roberts/Kasse Hemi) is the superior top ring placement that the intake valve position allows. This was actually something we modeled in Solidworks. the goal was to be able to place the top ring @ .220 from the squish / deck of the piston. This more important for natural engines than No2 or blown applications. The sparkplug fits the chamber cleanly and allows for a wedge style exhust face exit.

I am currently the manufacturing manager for TCI Automotive and I don't have any immediate plans to make any more of these. Although given enough interest, things could change.

Chris Holbrook will be building the engine. I will deferr to him as far as anything he is comfotable revealing.

When I came South to go to TCI the heads did not have the finish pass in the ports or the guides and sparkplugs machined. At that time they weighed just under 55 lbs.ea. That's actually not too bad for a 5.00 BC head. The dicplacement will be 760 CID.

The manifold is a thin wall casting from a one off tool I made for Darrin. It's rough appearance is onle because they were the first castings and had minimal cleaning so Tht I could evaluate any mis-alignment issues.

Yesterday my First born Son turned 26. He was a month old when Warren Johnson came to our home in Orrville, OH. In May next year, He will graduate as a M.D. from New York University Scoll of Medicine. My second son, Is a mechanical engineer from Purdue Unversity, working on his PHD in solid Hydrogen storage, I have 2 more younger sons that have equally exciting potential.

Having said all of this, I would say, yeah its really cool and satisfying to be able to make this stuff, but its all about keeping things in perspective.

In closing the best advise I can give is not technical but spiritual. Remember God and Jesus Christ and thank him daily.

Theer was a time when wanted to raise Hell also, just remember to keep your perspective.

Dan

Here's a work of Art.

re: work of art

Re: Here's a work of Art.

ps