Austrailian heads project

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droptop73

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Good luck with the move! It sounds like it's all off to a fairly good start. 

 
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Great that you got out before you sank into and earthquake sink hole, buried by a mud slide and then burn by a wild fire.
I was trying to count I think 11 or 12 moves and ended up back in my parents home bought in 1946 I think.

 

Spike Morelli

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Hey! I made it! 

Got the keys to our new house on July 1, today is August 31. The new digs are great, got a job at a racing engine shop 2nd week we were here. We're mostly moved in, still looking for various things in boxes.

The Mach 1 was shipped on a car hauler with a half a dozen other cars, and made it here fine, save for the shipper broke the radio antenna, so I had him take $100 off the balance to cover a new antenna. The install wasn't too big of a deal. I joined the local Ford and Mustang Club here too. 

Now, there's a flow bench at the new shop that I may be able to access on a weekend, and possibly get some numbers on the 289 heads and the Aussie heads to go along with some pictures that I keep promising.

On top of all that, this coming weekend ( Labor Day Weekend ), of all things, the National Mustang Owners Association ( may have the name wrong, but it's a national club ) is holding it's annual show right here in Boise, and it's literally just blocks from my house, so guess where I'll be Saturday. Maybe I'll run into Machattack there, it's a big show though

 

droptop73

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I'm glad to hear your getting settled in and gainfully employed. Now... BACK TO WORK!! LOL! 

 
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Hey! I made it! 

....

On top of all that, this coming weekend ( Labor Day Weekend ), of all things, the National Mustang Owners Association ( may have the name wrong, but it's a national club ) is holding it's annual show right here in Boise, and it's literally just blocks from my house, so guess where I'll be Saturday. Maybe I'll run into Machattack there, it's a big show though
Welcome to Idaho Spike!  You're going to love it here.  It is amazing how many people are fleeing the big West Coast cities and moving to Idaho.  [Don't forget to update your forum Location/Region profile]

As for the Mustang gathering this weekend; it is the 42nd annual International Mustang Meet. https://imm42.com/  I've heard somewhere close to 400 Mustangs are expected.

I am probably going to make the 8+ hour drive down from North Idaho so maybe I'll run into you at the car show Saturday.  Likely won't be bringing the '73 but still haven't decided for sure yet.

 
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Great that all the pieces are falling into place. You will have to get use to more rainfall for sure.
I was cruising around Youtube the other day and saw this video about a 1965 Mustang running SS/L class running a 289. I think they said rules had to use stock block, crank, carburetor, heads and valve sizes. His dad started running when he was in pre school and stopped for a while and the son picked it back up.
When I worked in shop we built 289's for an owner that would go past 9,000 rpm using the HiPo heads.
At some of the cars shows recently there was lots of buzzing about the Ford 7.3 truck motors. The aftermarket has jumped on this new canted valve engine and looks like it will be on the strip a lot. Already broke some class records so I am sure they will rule book it to death like all Ford engines in the past. They are getting 780 HP out of the 7.3 with no nitro and not blower. With a small blower they are up to 1,450 HP and 1,030 Torque using stock block, crank and heads with 16.5 lbs. boost and stock head gaskets.
Just going from memory on what my boss did to them was that he went with triple valve springs that he mixed and matched from different vehicles. He kept them almost coil bound to prevent harmonics from taking over them and floating the valves. He altered the domes on 327 Chevy pop up pistons and did not run head gaskets. Heads were lapped to the block. I am sure compression was around 14 - 1 but do not have any of his records. he passed probably 20 years ago.
So here is link to the 289 screamer.
Will be great to hear your results and get it into something to run.
My nephew has just got his 289 running in his MG. Lots of fab work in the suspension and exhaust for sure but it should be a blast in autocross and hope to have some video of it on track soon. The MSD distributor is too tall will not clear hood so looking for a shorter model. This combination of hot rod is becoming common with the 289 being a cheap engine to obtain and also the MG bodies are cheap and light. They are making the suspension and other components needed.






View attachment video-1630883246.mp4
 

rackerm

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Tony, I'll have to post the page from Icon's catalog, showing the special piston inverse dome that goes with the Aussie head chamber configuration. These heads have a smaller combustion chamber than the 4V Clevelands do, and therefore, will raise the compression ratio higher than what pump gas can handle, so a special piston is required. If memory serves, the compression ratio with the Icons is somewhere around 9.0 to 9.5:1.  Chamber cc's , deck volume, and gasket volume , can be juggled, and will dictate the final C/R. The dish in the piston top resembles the chamber shape, so the quench area is retained. The cam I have penciled in to use is one of Crower's milder grinds, I believe they call it the "Torque Monster", or some such name. I'm still on the fence as to the final cam choice, I want to do some more investigating. All of my notes are at work, I am on the internet when I get home, so I'll have to make a note to bring home information. 

The car will be used everyday, the car is an automatic and has A/C and power brakes. No "big lopey Hero camshaft" is even considered, rather a smooth idle. My spare block is a 2-bolt main, as is the engine currently in the car. Lifter bore bushing, and oil system mods are scheduled, and will be photographed and posted. Ignition will remain the Pertronix retrofit system, as it has performed flawlessly for so many years now. Induction is an Edelbrock prototype ( I posted photos elsewhere ) 4v intake for 2v heads , Holley 4160 most likely, although I like the Summit shoebox carb ( formerly sold and designed by Holley ), as it has all the features of a Holley and the Autolite 4100 4v carb combined.

As a side note here, I may take the heads into the flow bench room to get a baseline on what they have  un-modified. This would give me a perameter for the camshaft, then, re-flow the Aussie heads after mods, if any, prior to assembly. At work, I am in charge of Assembly. Assembly is the "make-or-break" moment ( no pun intended ), and I will post detailed assembly technique along with cam degreeing, etc.  I built a hot 406 Ford FE for my ski flatbottom, and posted it to a boat site, and many people told me how much they enjoyed it....so that is what I'm going to do again, here, but with the Mustang engine.  
Spike Morelli

I hope you are settling in to your new home in Idaho. I was wondering how the Aussie Cleveland Head build was coming along. I did something similar about five years ago and was following your thread earlier in the year, but I have not seen any updates recently. Anything new?

About five years ago while restoring my 73 Convertible H-code, I swapped the 2v open chamber heads with Aussie closed chamber 2v 58cc heads. My Aussie heads are basically stock. I did not do much machine of the heads as you are. Are you opening up the chambers any (to 60cc)? I went with a set of 18cc dished pistons from DSS Racing to help keep the high compression down on the small chamber Aussie heads. I kept the stock crank and installed a somewhat mild cam from Howards Cams. Want a smooth idle and need good vacuum for the A/C, etc.

It's been five years, the car is still running great with no issues! I don't drive the car a lot, mostly to shows and cruises when I can.

Thanks,

Rich

DSS Racing 18cc dished pistons. I'm getting about 9.50 CR with the Aussie heads at about 58cc.

I used a Howards Cam and Springs - 231031-10 Hydraulic Flat Tappet 1600 to 5000 Camshaft and springs; Lift: .496 / .496, Duration @ .050: 213 / 213, Centerline: 106 Providing fairly smooth idle with good low to mid-range torque.

Swapped the 2v intake and carb for a 4v Edelbrock Performer to keep it stock looking.

Used a 1973 model year (big block) Ford 4300A 600 cfm square bore Carb. I had the carb and a EGR plate for years and wanted to keep a stock look. The Carb just needed a rebuild.

Rebuilt the C6 with a 2000 rpm stall converter (stock was 1800) and a shift kit

3pc roller timing SA gear set

Swap the 2.75 open rear with an Eaton Truetrac anti-slip differential, 3.50 gears, but I did not like the 3.50 gears for highway cruising, so I swapped them for a set of 3.00s. Gave up a little off the line, but much better on the highway.

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Spike Morelli

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Rackerm,

            No, nothing yet to post on the Aussie head project. My departure from L.A. to Boise all happened so quickly, and directly after posting what I was getting ready to do. So for all whom have been patiently waiting for the article, I apologize for this all dragging on.

The 289 heads were completed just days before moving, and the photos are still in the digital camera, and need to be downloaded to the computer to post. ( Now I just have to find where the camera is, as my wife surely has cubby-holed it and I'm not sure where.

The Aussie heads are in the garage, with 4 pair of (8) 461 F.I. Chevy heads, and 3 pair of (6) 392 Chrysler heads on a cart under my garage workbench ( spare dragboat engine cylinder heads ). There's a steel cabinet which houses a spare 392 Hemi block, and crank, a spare 351c block and crank, and a 289 "K" code block and crank, and two steel 327 Chevy cranks, plus my 406 Ford ski boat engine on a stand in there too. Moving a 4 bedroom house, 4 boats, two cars, a garage/ shop loaded with a lifetimes worth of this and that, and some of those, has been a major deal.  One of the dragboat trailers is going to get the tongue modified to swing-away this next Monday, and afterwards, it will be the first time  to have my two draggers side-by-side in my  garage since I've owned them both.....EVER.

I am excited to finally get to work on some of my personal projects at the new shop where I work.

Oh, by the way, when I was at the trailer welding shop last Tuesday, a candy red Mustang wheeled in. It was none other than Machattack ( on these boards). He was just driving by and saw my Mach 1 with a drag boat attached, and figured it had to be me. Machattack's Mustang is a real beauty. It's a small world, we've talked through this site but had never met until Tuesday.

 

Spike Morelli

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O.K.now!  I got off the computer and grabbed the camera, so I could download some finishing photos of those 289 heads. These will be going on my 289 Hi-Po / Cobra engine project. Over the years, I've come across almost all of the original factory pieces, some hard to find, but never a set of original heads, which I intended to modify anyway, so garden variety 289 castings are what I modified, which will run just as good without desecrating rare castings. So, here are some finished photos....I've previously posted the porting photos.

First up are two photos of the oil-shedding coating internally of Glyptal.

Third photo shows installation of the new stainless valves  1.880 / 1.600. Note these are larger than the stock factory Hi-Po valves, but correct for competition Shelby/ Cobra useage. 

Four through Seven show fully assembled and painted the correct 1965 Ford Semi-Gloss Black, correct springs and Hi-Po factory retainers. The pushrod slots were worn, so they got drilled out and a set of vintage Pro Stock Engineering guideplates now stabilize the pushrods. Rocker arms ( not shown ) to be used, are original stock Ford pieces, ground, stress-relieved, and cryo-treated for longetivity.  Heads are stamped with VHS's logo. Black paintjob is nicer than the photos look.

Finished product is flawless work of  Toby ( porting and polishing ), and Ruben ( all seat, guide, chamber, machining, valve work, and set-up ) of VHS, while I was working there. Thanks Compadres! 

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Fabrice

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Nice pieces!

What is the red paint type? Thought about doing this, but chickenned, afraid it would come loose

 

Spike Morelli

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Yes, Glyptal. This is the real deal when internally painting engines. It's purpose is to speed oil return to the crankcase. It seals up the pores in the castings and provides a tough ceramic-like surface smoother than the raw castings. Many motorcar companies in Great Britain use Glyptal and completely paint their engines internally due to the nature of their moist climate. Sludge, which is moisture, rust, and other contaminants is kept to a minimum with internal painting due to coated bare metal surfaces. I've even seen some factory MGs and Bizzarrini aluminum oil pans factory painted inside with Glyptal. But again, for our purposes here, high RPM engines tend to pump a lot of oil upstairs at speed so this helps return it to the pan.

Glyptal is in actuality an insulating enamel designed for electrical motors, armatures. windings , etc. Glyptal also carries a Mil Spec, for aviation useage. My Dad sold Pratt and Whitney radial engines parts, which used Hamilton Standard propeller assembilies,  which used de-icing wiring and slip-rings insulated with Glyptal from the factory. 

Years ago, I was a cylinder head machinist at PAW, the one time mail order giant for engines and components. They used Rustoleum, even advertised that they did so. DON'T USE RUSTOLEUM! Rustoleum is a painting primer, not an insulating enamel or varnish, and is not correct to use, as you fear, can come loose. PAW used it because it made engines LOOK like racing engines, but mostly , it was cheap.

As Don directed, you can get it from Eastwood Company, and you can also contact the Glyptal company as well, they're in Chelsea, Massachusetts ( 617-884-6918 ).  

 
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Fabrice

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You learn everyday something new!!
I would have used some if I'd knew that product at the time I did my 429 heads. Even after the sand blasting where paint would stick much better due to the concave shapes at micro level, I simply didn't trust any paint to do the job right in the long run. Indeed the goal was to ease oil flow and mebbe a little to please my eyes too :D

Aaaah PAW, that's some name of the past!! I ordered stuffs there in the late 80's. Some Crane parts I bought there are still powering my cleveland with zero issue! I regret the t-shirt with the big V8 in the back they gave away by large orders. Really thick cotton. 

What happen to them? There were there and then poof, gone.

It's too late for me as the engine has already received some oil in there and other assembly goo, tho as I'll prolly do another engine at some point. I'll seek for some then. Thx for the info Spike and Don C!

 
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Spike Morelli

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Regarding PAW, I'm not sure exactly why they closed. Owner Keith Harvey had a fledgling mail order business going when he first decided to have his own machine shop. Good friend, Lauren Arana and I, were the first two machinists hired there. Lauren and I owned A&A Machine for a handfull of years prior to our lease being closed, and hearing that Keith Harvey was looking for automotive machinists. I left Paw to pursue other interests. Lauren, aka "The Baron" ( the boring bar baron ) soldiered on there for years before going on to work for Ed Pink's Racing Engines. All of the guys who worked there were memorable. Imagine working with names like "Frog', "Pinner", "Wigger", "Baron", "Spike", "Big Brian", "Bubba", "Pops", etc.  Anyway, the business skyrocketed and production increased to a frantic level. Unfortunately, from my point of view, so was quality. Nonetheless, after I left, they continued and prospered and moved to a huge building, that Keith bought, and housed the warehousing and large machine shop under one roof. PAW also had a couple of satellite retail parts stores around the Valley. I do remember that Keith sold the huge building just months before the 2008 market crash, I'm sure he made a killing, and the new owner probably kicked himself on his timing. About this time, PAW struck a deal to sponsor Shirley Muldowney. The first big building had a showroom with many of Keith's car collection, as well as Kenny Bernstein's, Shirley's, and one other top fueler hanging from the ceiling. Keith moved Paw down the street eastward, where , in another building, they were until they closed some years later.

The story I heard, is that Keith entered into an ugly divorce ( is there any other kind?), and the divorce was at the core of liquidating the business. Other than that rumor, I don't know for sure.  As fate would have it, fast forward years later, and I was the Engine Assembler at Valley Head Service, two blocks away from that original location where I first worked for Harvey on Business Center Drive.

Below are photos of Baron and Me in front of our shop, A&A Machine, along with some early photos of he and I. We've been friends before, since, and still. Diggin' those sideburns huh?

A&A Machine.jpg

A&A Machine 001.jpg

A&A Machine 009.jpg

 
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Spike Morelli

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OK, It's been awhile since I last added an entry on this topic. A new employee was hired at work, and he arrived with some Ford projects due to be finished up for his clients at his previous place of employment. One of the Ford projects is a 351c slated to be a 408 for a "racer". A set of Aussie heads came with it, and they have been port matched, and bigger valves installed, ( I assume by the new employee, he fancies himself as knowlegeable about most everything ). I overheard this guy and another co-worker at the shop discussing the poor flow numbers of one of his heads, given the bigger valve sizes and port work. I told them that I had a pair of untouched Aussie 302 heads that they might flow for comparison, and brought the heads in the next day. They flowed my untouched heads, and found that my virgin castings outflowed his modified head. If I remember correctly, 220 CFM at .500 lift was my flow stock for the intake.
Not earthshaking numbers, but better than his number, proving that untested modifications performed for modification's sakes can result in zero gain, and, in this case, actually hurting flow numbers!
 

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The 289 heads look GREAT! They do good work. The 302C head intake flowed about 20 CFM more than I thought they would and peaked at about .050 more lift than I thought they would. Do you remember what they flowed at .450 lift? I'm just curious. Glad you are settled in. Chuck
 

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Chuck, I'll find out what the number was at .450" . I believe the flow number for the stock port stopped climbing at .500" lift, unmodified, with stock sized intake valve .
 

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OK, It's been awhile since I last added an entry on this topic.
I told them that I had a pair of untouched Aussie 302 heads that they might flow for comparison, and brought the heads in the next day. They flowed my untouched heads, and found that my virgin castings outflowed his modified head. If I remember correctly, 220 CFM at .500 lift was my flow stock for the intake.
Thank You & Welcome back... been awaiting more details on your Aussie 302C heads...

220 CFM's seem to follow the numbers FM posted years ago on a 2V OC heads.
But they have good 'swirl' numbers in the lower RPM's
[data I've been using for a long time]

included some FM data www.fordmuscle. com/archives/2007/10/351CHeads/index4.php

Screen Shot 2022-01-25 at 10.29.10 AM.png Screen Shot 2022-01-25 at 10.29.49 AM.png
 

Spike Morelli

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Still in Limbo onthe Aussie headed Cleveland project. I may switch to a DSS Piston, rather than an Icon. I'm trying to stay with the stock rod length, stock rod bearing size, just need to have a dished piston top to bring the Compression ratio in line for street use. Of course, were I to build this for racing, I'd be going with aftermarket aluminum heads, stroker, etc. Basically similar to what Rackerm ( on these posts ) did with his project, if you've followed his build. Quench is the focus here. Still in the works.......
 
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