Some pics of my flathead with intake and heads

Well the engine is just about done. I brought my intake down to the machine shop for some pics.

Got to love the NOS Evans heads!

Engine specs:

merc crank
3 5/16" bore
ross pistons
literio L100 cam
Balanced
Lightened flywheel
9.0 to 1 compression (based on a 61 cc chamber with a light relief)
Light porting job exhaust and intake
Evans intake with 3 81's

I have a harmon collins dual coil ignition for it. I am using a early 3 speed and a columbia rear with 3:78 gears.

Should be fun, I can't wait to here it run. I am going to run straight 1 3/4" pipes to the rear of the car.

 

Nice!

 

Beautiful.....what's it goin' in?

 

where did you come up with those heads.Very nice,Flatheads are just beautiful

 

The motor is going in a 32 coupe.

I made some calls and found someone that had 2 NOS sets and he was willing to sell me one of them.

 

4 5/16. now thats what i call a big bore... haha

 

Bitchin!! oh yea and MMMM........Columbia Rear!!! Nice find! This being backed by a '39 box with a Zephyr set?

 

You mean Evans was the only company that made heads just like the modern ones with larger water jackets since they all use the long studs rather than replacing the original iron heads with no modification???? And no one picked up on it until the last 10 years or so??
I 'm sorry, I think those are new production heads, not NOS.
Great engine no matter what!!

 

man is that purdy.....

 

love flatheads. hope to have mine back together really soon.

 

Hello..Looks great..With three 81s, thats 405 CFMs with full linkage..Should run great, maybe a little lean..
Duane..

 

Where did you manage to find the scoops? I have one and have been looking for two more for three+ years with no luck.

 

wow , thats nice...

 

looks great. like how you did the engine stand too

 

Thats a neat little? flatmotor,but 4 5/16" bore is one big flathead.The valves worked out at 2 1/8" as well.so we're looking at around 400 cubes.In that case them 81's might be a bit small. Anyway let us know how it runs. Those heads are nice and clean for NOS as well. Really just 3 5/16" Isn't it? Keep up the good work.

 

Those heads have standard water jackets....those studs I am using are just the standard length that you get from speedway. Not sure what you were looking at?

So everyone that has 2 97's (310 cfm) runs lean? Based on this cfm calculator I have too much carb:

total cfm = (rpm)(CID) divided by 3456 For an example I'll assume the max rpm you'll turn this is 3800. Your engine will have 276 cubes. Then: cfm =(3800)(276) divided by 3456 = 303 cfm. This is what I'd recommend for the street.

Taken from here:

http://www.btc-bci.com/~billben/flathead.htm

http://www.btc-bci.com/~billben/intake.htm

 

Yes 3 5/16", I wish it was 4 5/16"

I thought the heads were too clean also...but you can see how different the old aluminium looks is compared to new aluminium. Just not as good quality, now I understand why it was so hard to weld up another set I have.

Thanks for the comments!

 

Guy said 3 5/16 in his post. Re Read it.

 

gona be on the road in no time!!

 

You're going to love the sound of that literio L-100 cam. I have one in my AV8 and it sounds wicked.

 

What valves and valve sizes are you running? Looks like 1.6 in the intake - is exhaust 1.5?

Dale

 

Who cobbled together those cheesy 81's?

 

Modern production of the old brand name hotrod heads are made with a flat head(no pun intended) and all studs are equal length. This increases the water jacket capacity, requires the replacement of studs on an old engine, and also "cleans up" the heads appearance since they don't have the stud pockets like factory heads and original production speed heads do.

Original speed heads were made as direct replacements for stock Ford/Merc iron heads and thus have the stud pockets in the top of the heads to accomodate the varied stud lengths used to hold down stock heads.

 

I am pretty sure that formula needs to have it's result multiplied by the volumetric efficency (.80 if an engien is 80% volumetricly efficent) of the engine the carb would be installed and run on.

Flatheads have a realitively low VE%.

 

Personally, I think the carb cfm calculators are a bit overrated & tend to come out the small side. In addition to that, the carbs aren't all rated the same, so you're comparing apples to oranges to watermelons - a 600 cfm Holley does NOT flow the same as a 600 cfm Edelbrock.

An engine will pull only what it needs - the potential downside to using too large (or too many) carb(s) is that you weaken the signal to the venturi...hurts throttle response, but if jetted/tuned correctly, won't

FWIW - I recently watched a bone stock (well, it had center dump headers for the dyno) 239/100hp flatty do several dyno pulls with straight-linkage 3x2 running stock rebuilt 97s - it ran fine if ever so slightly rich for the altitude it was at - a reject to .043 jets would probably have cleaned it right up.

Picked up about 11HP over a stock single-carb intake, but was down slightly at lower RPMs.

 

So how much horsepower and torque did it make?????

 

Stock was 96 & with the 3x2 it was 107 - don't know what it corrects to for sea level & standard day (heck, it may have been corrected already by the dyno) - where the dyno is is right at 5300ft...

 

So that 100 hp rating from way back when was pretty close.
Probably get better as the engine breaks in.

 

Love the motor but its kind of funny how Einsteinish its sounding in here with all the calculations,some people cant just be happy for another mans success.

 

My valves are just stock sized stainless steel.

Do note that the carbs were expertly rebuilt by uncle max here on the HAMB. Better than excellent service.

I also can't say enough good about Ted Wingate (Precision Balancing) who did all the machine work/assembly and put up with all my issues putting it together.

The manifold was also tumble polished by warbozz. It came out excellent and he has great service also.