Don Terrill’s Speed-Talk

Steve, just think how much power you could have made with it smaller.

You need to ditch the idea that you need massive port volumes to make horsepower. You're going the wrong direction. "Let's make it bigger" is 1960's Ford engineering thinking and is by no means optimal.

I'm looking for a picture of some of my Tunnel Port FE heads. In factory form they flow around 300 cfm with a port big enough to put your fist in and back up at .600". By raising the floor a 1/4" and shaping the short side, they flow about 380 with a smaller volume and will keep going up until about .800".

BTW, I'm not saying that you don't have to pick the volume relative to the combination, but a 260cc head is not necessary for 800 hp.

Swampbuggy, the distance from the floor of the port to the deck surface is exactly the same as a 225cc CHI 3V head out of the box.

Brent I know 260 is not necessary for 800 hp. However the a3 for example could have cam swap drop some lower rpm tq and put the rest on top for a little extra kick. Or could open up some more and bring the power range up to utilize the cubes. Or could buy a whole new set like the d3 so that down the road can keep moving forward. The cj heads may have improved with raised floor but that motor put the hurt on alot of bigger A headed motors that have all that raised floor work done.

Those A headed motors could have had awesome heads but something else in the combination was way wrong. Or, you found a parts selection that just worked really well. It's all about the combination.

I believe the camshaft in your A3 headed engine was wrong. You don't need to pull it higher to make more horsepower, or even lose torque. I think you just need a different cam.

I guess what I'm trying to say is, don't get hung up on numbers, especially "cc's".

Brent you going to have to be more specific I'm a Chevy guy laughing out loud I don't study the Ford stuff like you do laughing out loud give it to me in inches. Mark H

swampbuggy wrote: ↑Tue Jun 19, 2018 9:11 pm Brent you going to have to be more specific I'm a Chevy guy laughing out loud I don't study the Ford stuff like you do laughing out loud give it to me in inches. Mark H

I don't have any 3V heads in here right now, only CHI 2V and 4V. If I get a chance, I'll measure an intake gasket for you.

af2 wrote: ↑Tue Jun 19, 2018 6:20 pm

Warp Speed wrote: ↑Tue Jun 19, 2018 1:21 pm Small ports are for guys that can't afford proper valve motions! Hahaha

How do you speed up a sewer pipe?

By using proper valve events!

Warp Speed wrote: ↑Wed Jun 20, 2018 6:57 am

af2 wrote: ↑Tue Jun 19, 2018 6:20 pm

Warp Speed wrote: ↑Tue Jun 19, 2018 1:21 pm Small ports are for guys that can't afford proper valve motions! Hahaha

How do you speed up a sewer pipe?

By using proper valve events!

Yep, just look at the -12 heads we ran on the 410" sprint cars. Those ports were huge for the RPM they turned.

Mike...do you remember the CSA or MCSA, or the C.C. 's , and peak RPM ? Mark H.

swampbuggy wrote: ↑Wed Jun 20, 2018 12:11 pm Mike...do you remember the CSA or MCSA, or the C.C. 's , and peak RPM ? Mark H.

288cc

Mike was that a 15-degree head I'm guessing 72 to 7800

swampbuggy wrote: ↑Wed Jun 20, 2018 12:34 pm Mike was that a 15-degree head I'm guessing 72 to 7800

http://www.cferacing.com/?pid=21 Pretty healthy flow and cc on these chevy heads.

FR-9. NASCAR. FORD. CYLINDER. HEAD, That. One should do it

Swampbuggy i like the canted valve ford head these boys make. Wow. Good friend of built 430 inch chevy with those heads above. 880hp single carb. For small block dragster class.

Do you remember how big the carburetor was Steve

I talked to him this morning. He ran two combos in hogan sheetmetal. Two 950 quickfuels for certain races. But usually single 1150.He working on another combo now to kick it over 900.fwiw he also said 288cc like mike! Im seeing a pattern with this cc thing!??