There was a guy working on a head for the 240/300 , but he was also building a head for the 144/250 Falcon six. He was just starting sell the revised Falcon head with a separate intake and larger ports/valves, when he died. Someone bought the the rights and casting molds from his family and is selling them again. The big six head never made it past mock up stage, and I don't believe it was going to be a cross flow.
Ford did, as a in house project. It was a decent cross flow head for the 300 then they scrapped the whole idea and it never made it to market. A couple dozen made it out the back door and now bounce around between a handful of drag racing guys. Given the costs involved when they pop up. Modified V8 heads are the way to go. I enjoy seeing LS 300 head swaps. I am also looking forward to Blueprint Engines new LS head 4cyl.
@@QuiltingJeri Wasn't the UPS 300 head a cross flow? I know there was something special about them.... don't quite remember what. I do know UPS wouldn't sell them to the public after they retire them.
Great job showing and telling, I got a 300 Ford I am working on. Hope it turns out good so wish me luck and I’ll see you on the next video have a great one day and well see ya next time see ya bye.
I first saw this done several years ago by a racer for his 300 powered Falcon ....he had sealed the two halfs with JB weld with tubes linking the water jackets. He got it running and it worked, but had water leak issues. I've got a 240 i removed from my 65 Galaxie 500 when I swapped in a 427 FE. I'm planning to put the 240 in my 67 Mustang to replace the very tired 200 six. I've got a set of 5.3 LS truck heads I'd like to do this same swap with. I'd been trying to work out the problem of being able to weld the inside of the water jackets and couldn't get my mind around it....I like your solution of the solid plugs being welded on top and bottom. Before seeing your videos, I'd considered going the three piece route and welding plates in to cover the water jackets. And then linking the water jackets externally with a log manifold. I'm curious to see how you contain the oil when you do the side lifter cover. Ill continue to watch your progress. Good luck.
I think that Drag Boss Garage on RUclips had a video on the 300ci six pro stock drag engine. It had sections of Cleavland cyl heads brazed together, and this crazy plate on the side to raise the exhaust ports.
So square port heads are interested. The LS ones don't fit smaller chambers, I know the 300 has a 4in bore but since the spacing is a little off I worry valves will hit. Definitely check before cutting. Or use LT 5.3 heads
@@TallGarage Yes sir, whatever time you have to either check something off the list or get an item from the list a little bit closer to being checked off all helps to get to the finish line.
I applaud you for doing something different and interesting. Thinking out loud, I wonder if you can off set the cylinder bore a little to compensate the chamber off set when machining an oversize cylinder?
I was literally thinking the same thing lol Do like a 060 over bore and try to offset it, would want to sonic check I tho. I'll look into when I build a forged short block.
Your progress looks very good, If I was going to do this I would fit a 3/16" plate inside the cut end to seal the water jacket so you can weld it water tight ant then the weld on the outside would just be structural, and then I would build a water manifold to tie the ends together.
@@TallGarage I like your way better. This way if it leaks you can still touch it up without starting over from scratch. I'm watching another series where they're taking 4-valve heads and mounting them on a 6.8L V10, so they had to graft pieces of multiple heads together to make it happen. They did the plate method and it leaked, now they have to cut them in half again and re-weld, then re-weld the structural areas, then have it re-decked and re-bore the cam journals. This may end up being they need to buy 4 new heads and start over. TL;DR, doing it the plate way ended up being a nightmare that can't be easily fixed. They were ready to put that engine together and run it that day. It's been 3 weeks now and no updates so I'm thinking they're back to square one.
Ford 300 cylonder pitch is 4.08" which is 0.040" greater than the LS, SBC and Chev inline six. The LS should fit the Chev sixes fairly well. The bore is a bit smaller than the Ford so really big valves is not an option. Should be able to use the 2.00 intake valves no problem. A 292 with the LM7 heads should be a strong performer with the good port flows.
Just curious how to decided on LS heads. I'd love to see someone recreate Sherman Sligh's Boss 300 by joining six separate segments from Boss 302 heads together. Can you get into why? My understanding is with the right flow you can get 625HP NA. But I don't really know. Thanks for this. Love the content.
Those racing engines were a fantastic piece of engineering. A BOSS 302 is very different from the stock production Windsor cylinder head. They're a canted valve style. Very rare. Very valuable.
The Cleveland heads have a different valve layout and require a custom cam....not cheap. The beauty of using the LS is that the valve order is the same as the Fords , so can use the existing available cams.
@@TallGarage didn’t realize it was .060 over till later on in the videos . Either way I’m sure that small margin won’t be a big deal. Thiese videos are making it difficult for me to hate fords.
Why not fill the shrouded parts with weld and grind the part that is sticking in the chamber too much. This way you can match the combustion chambers to each cylinder. Should be a fun piece.
on the overhang could you not slightly smooth the sharp ridge with a diegrinder ? .... i have some idea about the vital importance of the combustion chamber shape and depth .... was thinking the sharp edge may cause some heating issues ? ......
one solution for gaskets is simply to imprint with a thin sheet of brass or copper and transfer the pattern of course this comment is for those that didn't know one could do that. if you have an idea you can bet someone has thought of it first, and you are willing to do the digging, at that point your only job is to improve it if possible,/ don't listen to people tell you,,, you can't do that. That's people that don't want you to do that, if it is made of metal and as long as machining exists I'm here it can be done as long as it is based on the practical arts. with enough matching cutting and welding there is not shit you can't do its how we got to the moon. it took many arts to get there none the less we did it.
The one thing about the Ford straight 6 cylinder the newer crappy head design supposedly there's three different types of cylinder heads and they all get Flo good. I had one in my shop I get a slight bit of modification on the ports. It seemed to work pretty good.
The only thing I'd be concerned about with the cylinder offset you have here is that the fire ring seals. I'm sure the overhang you have there is not ideal for the location of the combustion chamber, but it's close, so as long as your head gasket seals, you should be good to go there.
@@TallGarage As long as the diameter of the fire ring gets full purchase on the head it should be fine. That area where the combustion chamber overlaps with the block it's hard to tell from your video how far that goes outside the cylinder bore.
part 3 ruclips.net/video/J8MJn_n6N1s/видео.html
I wish someone would cast a head like this for 300 sixes. I'd buy one.
maybe one day
There was a guy working on a head for the 240/300 , but he was also building a head for the 144/250 Falcon six. He was just starting sell the revised Falcon head with a separate intake and larger ports/valves, when he died.
Someone bought the the rights and casting molds from his family and is selling them again.
The big six head never made it past mock up stage, and I don't believe it was going to be a cross flow.
Ford did, as a in house project. It was a decent cross flow head for the 300 then they scrapped the whole idea and it never made it to market. A couple dozen made it out the back door and now bounce around between a handful of drag racing guys. Given the costs involved when they pop up. Modified V8 heads are the way to go. I enjoy seeing LS 300 head swaps. I am also looking forward to Blueprint Engines new LS head 4cyl.
@@QuiltingJeri Wasn't the UPS 300 head a cross flow? I know there was something special about them.... don't quite remember what.
I do know UPS wouldn't sell them to the public after they retire them.
Great job showing and telling, I got a 300 Ford I am working on. Hope it turns out good so wish me luck and I’ll see you on the next video have a great one day and well see ya next time see ya bye.
I first saw this done several years ago by a racer for his 300 powered Falcon ....he had sealed the two halfs with JB weld with tubes linking the water jackets.
He got it running and it worked, but had water leak issues.
I've got a 240 i removed from my 65 Galaxie 500 when I swapped in a 427 FE. I'm planning to put the 240 in my 67 Mustang to replace the very tired 200 six.
I've got a set of 5.3 LS truck heads I'd like to do this same swap with.
I'd been trying to work out the problem of being able to weld the inside of the water jackets and couldn't get my mind around it....I like your solution of the solid plugs being welded on top and bottom.
Before seeing your videos, I'd considered going the three piece route and welding plates in to cover the water jackets.
And then linking the water jackets externally with a log manifold.
I'm curious to see how you contain the oil when you do the side lifter cover.
Ill continue to watch your progress.
Good luck.
Thank you for the comment, happy i could give you some ideas for your own project.
I think that Drag Boss Garage on RUclips had a video on the 300ci six pro stock drag engine. It had sections of Cleavland cyl heads brazed together, and this crazy plate on the side to raise the exhaust ports.
Quite interesting,followig along. Thanks for the details, to assist others in trying.
Can’t wait to see this thing running! I think I’m gonna try making one for a dirt modified next year out of some square port heads
So square port heads are interested.
The LS ones don't fit smaller chambers, I know the 300 has a 4in bore but since the spacing is a little off I worry valves will hit.
Definitely check before cutting.
Or use LT 5.3 heads
Great to see an update, Ken! Looking forward to seeing more.
P.S. Updating the article now...
Buzz I was just thinking about you 🤣
Getting closer, a little bit everyday goes a long way.
10 mins a day is better then nothing.
@@TallGarage
Yes sir, whatever time you have to either check something off the list or get an item from the list a little bit closer to being checked off all helps to get to the finish line.
This is fascinating thanks for sharing!
Great job your thinking and mine are pretty much the same thats exactly how i would do it !!
I applaud you for doing something different and interesting. Thinking out loud, I wonder if you can off set the cylinder bore a little to compensate the chamber off set when machining an oversize cylinder?
I was literally thinking the same thing lol
Do like a 060 over bore and try to offset it, would want to sonic check I tho.
I'll look into when I build a forged short block.
Your progress looks very good, If I was going to do this I would fit a 3/16" plate inside the cut end to seal the water jacket so you can weld it water tight ant then the weld on the outside would just be structural, and then I would build a water manifold to tie the ends together.
I thought about doing it that way but decided against it.
@@TallGarage I like your way better. This way if it leaks you can still touch it up without starting over from scratch. I'm watching another series where they're taking 4-valve heads and mounting them on a 6.8L V10, so they had to graft pieces of multiple heads together to make it happen. They did the plate method and it leaked, now they have to cut them in half again and re-weld, then re-weld the structural areas, then have it re-decked and re-bore the cam journals. This may end up being they need to buy 4 new heads and start over. TL;DR, doing it the plate way ended up being a nightmare that can't be easily fixed. They were ready to put that engine together and run it that day. It's been 3 weeks now and no updates so I'm thinking they're back to square one.
I’m watching this very closely. I am building a hot rod with a 300 and I’d love to have a head like this on it.
sounds like a good project for you to tackle!
I subscribed to your Facebook page. I’m very interested.
Are you putting it on RUclips?
@@ebinmaine maybe. I have to find time to build it.
im really interested to see the project completed. i was talking to your shop helper last weekend about it lol
If only he would do cool stuff, but all he does is talk. Lol
Piston ranch built one of these a year ago, cool stuff
Piston ranch is a good dude, I talk to him here and there, I started mine before him, and his isn't running yet, it's a struggle, but a worthy one
Biggest difference between his build and mine, I'm showing others the process.
@@TallGarage it’s running now, I just watched it
@@bobbycuesroadhouse2204 according to him last we talked he was having ECU problems, so it's good he got it figured out
Ford 300 cylonder pitch is 4.08" which is 0.040" greater than the LS, SBC and Chev inline six. The LS should fit the Chev sixes fairly well. The bore is a bit smaller than the Ford so really big valves is not an option. Should be able to use the 2.00 intake valves no problem. A 292 with the LM7 heads should be a strong performer with the good port flows.
you got it.
Just curious how to decided on LS heads. I'd love to see someone recreate Sherman Sligh's Boss 300 by joining six separate segments from Boss 302 heads together. Can you get into why? My understanding is with the right flow you can get 625HP NA. But I don't really know. Thanks for this. Love the content.
The ease of working with aluminum is a big plus and the cheapness of the heads you are cutting up helps as well.
@@TallGarage what kind of HP do you expect to get? Will you be NA, EFI, Boosted, etc...?
Those racing engines were a fantastic piece of engineering.
A BOSS 302 is very different from the stock production Windsor cylinder head.
They're a canted valve style. Very rare. Very valuable.
Thanks for posting the update. Interesting project that I'm sure will be a good reference point for many people in years to come.
The Cleveland heads have a different valve layout and require a custom cam....not cheap.
The beauty of using the LS is that the valve order is the same as the Fords , so can use the existing available cams.
Very cool!
share it on your community tab big dog!
Could you bore it and just adjust the head with some chamber work?
well its already .060 over, you mean offset bore it?
@@TallGarage didn’t realize it was .060 over till later on in the videos . Either way I’m sure that small margin won’t be a big deal. Thiese videos are making it difficult for me to hate fords.
Did you ever consider sealing up the end of each head and running two separate heads?
yeah i considered it, decided against it.
Чувак ты на 1000% крутой и мне это нравится
Нет чувак, ты на 1000% крут, спасибо за просмотр!
so let me get this right, you just drilled and sleeved the jackets to waters tight them?
I mean there was welding involved obviously but yes.
Why not fill the shrouded parts with weld and grind the part that is sticking in the chamber too much. This way you can match the combustion chambers to each cylinder. Should be a fun piece.
thought about that, could be something to look into.
on the overhang could you not slightly smooth the sharp ridge with a diegrinder ? .... i have some idea about the vital importance of the combustion chamber shape and depth .... was thinking the sharp edge may cause some heating issues ? ......
it could cause a hot spot maybe im unsure i will have to look into it
one solution for gaskets is simply to imprint with a thin sheet of brass or copper and transfer the pattern of course this comment is for those that didn't know one could do that.
if you have an idea you can bet someone has thought of it first, and you are willing to do the digging, at that point your only job is to improve it if possible,/ don't listen to people tell you,,, you can't do that. That's people that don't want you to do that, if it is made of metal and as long as machining exists I'm here it can be done as long as it is based on the practical arts. with enough matching cutting and welding there is not shit you can't do its how we got to the moon. it took many arts to get there none the less we did it.
Would it be worth sand casting a head from scratch
thats a lot of work, out side of my skill set, but i guess the right person could try.
The one thing about the Ford straight 6 cylinder the newer crappy head design supposedly there's three different types of cylinder heads and they all get Flo good. I had one in my shop I get a slight bit of modification on the ports. It seemed to work pretty good.
Promaxx did do a fully CNC ported head that flowed 218 cfm @ .500" lift, not all that great flow numbers for 1500$
Were those 5.3 heads or 6.0 if it's 5.3 they were on a .150 smaller bore on the ls you should have plenty of clearance
all cathedral heads are small chamber iirc, the big chambers are on the square port heads.
Is this the 3.6 4 cylinder blueprint made?
This is a 6 cylinder my dude
Id like a ls head for my 292 chevy
Cam is the bigger problem.
Great work mate ! Are you going to get the deck machined ,holes Re drilled and then pressure tested ?
yeah something like that, ill try to pressure check it myself, i got a few ideas
Great work..I have a pending Facebook request. Ive always enjoyed your stuff. 🥝✔️
approved !
F'n cool man!
Thanks man
The only thing I'd be concerned about with the cylinder offset you have here is that the fire ring seals. I'm sure the overhang you have there is not ideal for the location of the combustion chamber, but it's close, so as long as your head gasket seals, you should be good to go there.
it should seal, i cant think of why it wouldnt, who knows tho, we will see.
@@TallGarage As long as the diameter of the fire ring gets full purchase on the head it should be fine. That area where the combustion chamber overlaps with the block it's hard to tell from your video how far that goes outside the cylinder bore.
Are you going to sell any of these? I really want to build one of these for a work truck.
Trying to document so anyone can do it.
👍
Subbed
Well thanks man
Prototype 😂