Ardun OHV Conversion

[Fordors]

Originally Posted by Tim Ayers

At the turn of the century and up until right after WWII, American machine and foundry work was considered crude at best. Many of the early racer car builders (Miller, the Deusenberg Bros., etc.) sent a fair number of their "close tolerance" parts to be cast and machined in Europe.

I wonder if Duntov thought the same and had a relationship with a foundry in England to cast up the heads.

I'm not so sure about Miller going "off-shore" Tim. Miller had his own foundry for nonferrous items and subsequent to 1915 all his cast iron was poured by the Macaulay Foundry near San Francisco. In fact Macualay continued to pour blocks for the Offenhauser era as well.
As far as machine work goes Miller's standards were extremely high, with fit and finish being important. Machinists were loyal to Harry, probably because he valued their expertise and even when hard times fell on the operation they continued to work without pay until things improved. Consider the lead time associated with having components cast and machined in Europe, transport was by steam ship. In an endeavor with a high rate of replacement items needed that would never have worked.

[Tim Ayers]

Originally Posted by Fordors

I'm not so sure about Miller going "off-shore" Tim. Miller had his own foundry for nonferrous items and subsequent to 1915 all his cast iron was poured by the Macaulay Foundry near San Francisco. In fact Macualay continued to pour blocks for the Offenhauser era as well.
As far as machine work goes Miller's standards were extremely high, with fit and finish being important. Machinists were loyal to Harry, probably because he valued their expertise and even when hard times fell on the operation they continued to work without pay until things improved. Consider the lead time associated with having components cast and machined in Europe, transport was by steam ship. In an endeavor with a high rate of replacement items needed that would never have worked.

Could be and I'm certainly not expert on the topic. I was going by what I read in Griffith Borgeson's book The Golden Age of the American Racing Car.

BTW: This is an essential read for anyone interested in this era of American racing and race car building.

[itslow]

Originally Posted by Tim Ayers

I wonder if Duntov thought the same and had a relationship with a foundry in England to cast up the heads.

I would surmise that it had more to due with the demand for the parts from their use on the Allard than machining capabilities. Essentially, "Fordors" comment on lead times, but instead going the opposite direction across the ocean.

The heads were post-WWII components. Lots of foundry and machining capability would have been here in the US as a result of WWII, so there would not have been a need to source parts from England.

[Cartravel]

Part of the connection was due to Duntov's close relationship with Sydney Allard. Duntov drove Allards at LeMans and they were one of his best customers. Britain imposed import restrictions during the war, so Allard was not allowed to import engines from the US. They could use flathead V8s made at Dagenham or in Canada. Many of the Allards sold in the UK had speed parts and the Ardun was one of the options. Something like 40 to 75 heads were used in Allards. They claimed 160 hp with the Ardun. I believe one of Roger Huntington's books shows a dyno curve with that power. I once had the idea to build an Ardun for an Allard roadster I had, but decided that was a crazy amount of money to spend and the 1951 Cadillac already in the car was too sweet to replace.

[Cartravel]

Another thing I should mention is an overhead valve conversion was not a new idea. The were many different OHV conversions for the Model T starting before 1920. Frontenac (Chevrolet Bros.) was probably the most popular with something like 10,000 heads made. The various options included OHV, single and double overhead cam, and 8 or16 valves. No hemis though.
Larry Young

[OHV DeLuxe]

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While we have the Ardun guys gathered in one thread, maybe we could have a conversation on oiling of the heads. Rocker arm ends, oilpump choice, restriction valve or line diameter?
If the "spray bars" really are expected to spray, i suppose more volume oil is needed. bigger pump?

[Tom Walker]

Originally Posted by Cartravel

Another thing I should mention is an overhead valve conversion was not a new idea. The were many different OHV conversions for the Model T starting before 1920. Frontenac (Chevrolet Bros.) was probably the most popular with something like 10,000 heads made. The various options included OHV, single and double overhead cam, and 8 or16 valves. No hemis though.
Larry Young

All the DOHC motors would be hemis Larry! Its a strange one how the Chrysler push rod OHV engine became "The Hemi". Is it the first US production engine with that kind of valve gear?

[Lanny]

Below are some facts about the hemi.



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"Hemi engine" redirects here. For the Chrysler engine, see Chrysler Hemi engine.
"Hemi" redirects here. For the prefix "hemi-", see Prefix.
Look up Hemi- in Wiktionary, the free dictionary.
Hemispherical combustion chamber


A hemispherical combustion chamber is a type of combustion chamber with a domed cylinder head. The hemispherical shape provides some advantages in an internal combustion engine. An engine featuring this type of chamber is known as a hemi engine, as with the Chrysler Hemi engine.

Contents


[hide]

• 1 History
• 2 Technology and implementation
• 3 Benefits and drawbacks
• 4 Usage
  • 4.1 Chrysler
  • 4.2 Ford
  • 4.3 Aston Martin
  • 4.4 Mitsubishi
  • 4.5 Alfa Romeo
  • 4.6 Porsche
  • 4.7 Jaguar
  • 4.8 Lancia
  • 4.9 Lotus
• 5 Design evolution in modern engines
• 6 References

History[edit]

Hemispherical combustion chambers were introduced on some of the earliest automotive engines, shortly after proving the concept of internal combustion engines themselves.
Hemispherical cylinder heads have been used since at least 1901;[1] they were used by the Belgian car maker Pipe in 1905[2] and the 1907 Fiat 130 HP Grand Prix racer.[3] The Peugeot Grand Prix Car of 1912 and the Alfa Romeo Grand Prix car of 1914 both were four valve engines also, Daimler, and Riley were also using hemispherical combustion chambers. Stutz, beginning in 1912, used four-valve engines,[4] conceptually anticipating modern car engines. Other examples include the BMW double-pushrod design (adopted by Bristol Cars), the Peugeot 403, the Toyota T engine and Miller racing engines, and the Jaguar XK engine.[5]
Technology and implementation[edit]

A hemispherical head ("hemi-head") gives an efficient combustion chamber with minimal heat loss to the head, and allows for two large valves. However, a hemi-head usually allows no more than two valves per cylinder due the difficulty in arranging valve gear for four valves at diverging angles, and these large valves are necessarily heavier than those in a multi-valve engine of similar valve area, as well as generally requiring more valve lift. The intake and exhaust valves lie on opposite sides of the chamber and necessitate a "cross-flow" head design. Since the combustion chamber is virtually a hemisphere, a flat-topped piston would yield too low a compression ratio unless a very long stroke is used, so to attain desired compression ratio the piston crown is domed to protrude into the head at top dead centre, resulting in a combustion chamber in the shape of the thick peel of half an orange.
Significant challenges in the commercialization of engines utilizing hemispherical chambers revolved around the design of the valve actuation, and how to make it effective, efficient, and reliable at an acceptable cost.[citation needed] This complexity was referenced early in Chrysler's development of their 1950s hemi engine: the head was referred to in company advertising as the Double Rocker head.[2]
Benefits and drawbacks[edit]

Although a wedge-head design offers simplified valve actuation, it usually does so by placing the valves side by side within the chamber, with parallel stem axis. This can restrict the flow of the intake and exhaust into and out of the chamber by limiting the diameters of valve heads to total no more than the bore of the cylinder in a two valve per cylinder arrangement. With a hemispherical chamber with splayed valve stem angle, this limitation is increased by the angle, making the total valve diameter size possible to exceed the bore size within an overhead valve configuration. See IOE engine for another method.
Also, the splayed valve angle makes the valve seat plane to be tilted, giving a straighter flow path for the intake and exhaust to/from the port exiting the cylinder head. Engineers have learned that while increasing the valve size with straighter port is beneficial for increasing the maximum power at high rpm, it slows the intake flow speed, not providing the best combustion event for emissions, efficiency, or power in the normal rpm range.
Domed pistons are commonly used to maintain a higher mechanical compression ratio, which tend to increase the flame propagation distance, being also detrimental to efficient combustion, unless the number of spark plugs per cylinder is increased.
Other drawbacks of the hemispherical chamber include increased production cost and high relative weight (25% heavier than a comparable wedge head according to Chrysler's engineers[6]). These have pushed the hemi head out of favor in the modern era.

Usage[edit]

Chrysler[edit]

Main article: Chrysler Hemi engine
Perhaps the most widely known proponent of the hemispherical chamber design is the Chrysler Corporation. Chrysler became identified primarily by trademarking the "Hemi" name and then using it extensively in their advertising campaigns beginning in the 1960s. Chrysler has produced three generations of such engines: the first (the Chrysler FirePower engine) in the 1950s, the second (the 426 Hemi), developed for NASCAR in 1964 and produced through the early 1970s, and finally the "new HEMI" in the early 2000s. Currently, Chrysler produces 5 variations of the Hemi engine: a 5.7 L that, depending on configuation, makes between 360 and 395 horsepower and 390-407 lb*ft (529-552 N*m) of torque, a 6.4 L (also known as the 392 cubic inch) that makes 485 horsepower and 475 lb·ft (644 N·m) of torque, a (different) 6.4L that makes 410 horsepower and 425 lb·ft (576 N·m) of torque, and a supercharged 6.2 L (commonly known as the Hellcat) that makes 707 horsepower and 650 lb·ft (881 N·m) of torque.
Chrysler also released a Hemi 6 in Australia with a non full hemispherical chamber but the top of the line 4.3 265cubic inch motor made 302 hp (225 kW). They came out as 215 120 hp 245 160 hp 265(std) 203 hp.
Ford[edit]

Ardun heads for the Ford flathead were perhaps the first use of a hemispherical head on a readily available American V8.[7] First offered in 1947 as an aftermarket product, these heads converted the Ford flathead to overhead valves operating in a hemispherical chamber. Zora Arkus-Duntov, who later worked for GM and was a major force behind the development of the Chevrolet Corvette, and his brother Yura, were the "AR" "DUN" of "Ardun."
Ford produced an engine with two overhead cams (one cam per head) and hemispherical chambers in the mid-1960s. The engine, displacing 425 cubic inches and belonging to the FE family of Ford engines, was known as the "427 SOHC"; it was also known as the Cammer. It was basically a set of SOHC hemi heads that bolted onto Ford's FE engine block. The 1964 engine was designed in 90 days of intensive engineering effort[8] for use in racing. The 427 SOHC used the side oiler engine block modified slightly to deal with the missing in-block cam among other OHC issues.[8] Because of their power levels, and the fact that Chrysler had showed Bill France that a DOHC 426 Hemi was in the works, it was banned from NASCAR races, though allowed in certain drag racing classes. After the NASCAR ban, Ford continued to produce the SOHC, selling it over the counter to racers and others[9] who used it to power many altered-wheelbase A/FX Mustangs and supercharged Top Fuel dragsters. Connie Kalitta, Pete Robinson, and "Snake" Prudhomme all used the engine in their Top Fuel racers. In 1967 Connie Kalitta's SOHC-powered "Bounty Hunter" won Top Fuel honors at AHRA, NHRA and NASCAR winter meets, becoming the only "triple crown" winner in drag racing history.[10] Dynamometer results of the day showed the SOHC Hemi producing almost 700 hp (522 kW) in crate form (100 hp per liter).[11] The overhead cams meant that it was not as rpm-limited as the Chrysler Hemis were with their pushrods and heavy and complex valvetrains.[12]
Later Ford engine designs with hemispherical chambers included the Calliope, which used two in-block cams, arranged one over the other, to drive 3 valves per hemispherical chamber.[13] The pushrods activating the valves from the top camshaft were almost horizontal. In 1968, Ford brought out a completely new engine family called the 385-series. This engine's heads used a modified form of the hemispherical chamber called Semi-Hemi.[14]
In the 1970s, Ford designed and produced a small-block engine with hemispherical heads to address the growing concerns about fuel economy. Unfortunately, even with an ahead-of-its-time direct fuel injection system feeding a stratified charge chamber,[15][16] the hemi's emissions could not be made clean enough for compliance with regulations. This plus the cost of the valve actuation systems, along with the cost of the high pressure pump needed to deliver fuel directly into the chamber, as well as the gilmer belt drive system needed to drive the pump, made further development pointless at the time. Most 1980s 4-cylinder Fords used the Ford CVH engine, CVH meaning "Compound Valve, Hemispherical (Head)". In 2007, taking advantage of the improvements in equipment, computer controls, and chamber design during the intervening years, Ford introduced its non-hemi Ecoboost line of direct-injected engines.










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