Quote:
Originally Posted by Henry Floored
Ron, the statement you're making about the Flatheads falling off at 4500 rpm is the exact reason why I think there is an inherent "dam" in the performance arena of the Flathead Ford. As you know at low engine speeds the Flathead's intake port/transfer area can easily cope with flow requirements. As engine speeds rise the port I feel either works pretty well or can be made to work pretty well. It's just that it's flipped on it's back and directing that airflow smack dab into the wall created by the cyl head. I'm convinced that by raising the dome over the cylinder significantly one could then significantly raise power due to less of a "flow dam" effect. I don't think trying to get the charge to make an abrupt turn like a stock or hi compression head does is the way to go at hi engine speeds.
I'm absolutely aching to test this theory. I realize that some racers of the past have done this with great succes but I would like to see what this can do on a street engine. I am seriously thinking of 3 5/16" x 4 1/4" or maybe even a 3 3/8" bore if my block checks out.
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If i would build another BIG engine i would go 4 3/8 x 3 5/16.
Scat makes a crank and rods and Ross the pistons.
makes 302ci.
I know there is alot of talk about these long strokes about siderocking
the piston , but there are so many other engines that have a way worse
stroke/rod length ratio that i think it will work fine!