Well I guess it's official. Ryan Falconer Racing Engines is packing up the head for my blown 292. I'ts an aluminum cross flow head with 24 valves and 24 ports.
292????? Who made this head??? Never heard of one for a 292 And there has never been a twin cam. Now if you said the 4200 motor OKAY I would believe that 24 valve and cross flow. BUT not for a 292.
Larry/Twisted6 [oooooo] Adding CFM adds boost God doesn't like ugly.
I am also confused but you know way more about this stuff than me. He says he's putting together a "kit" for me. I'm getting the head disassembled so I can polish it for aerodynamic reasons of course. He said assembly of the head and minor block modifications can easily be done by any good engine shop. I'll know more soon. It seems to be a father son operation. Ryan is 80 and has quite a bio. They have the been there done that no big deal attitude. They have been awesome to me. I'll keep you posted. This is moving far faster than I am used to. Now I may have to look into doweling the mains so the crankshaft doesn't leave the building. Their L6 is based on the 292.
Granted it will be a work of art. But what I see is a cylinder head that there is no demand or market for and a price tag no one can afford. People have complained for years that the Sissell head is too expensive because of the specialized components that go along with it. Imagine twice the number of valves(they will be proprietary so you cannot circumvent him to do it yourself), then two expensive camshafts that will also be proprietary, then the intake and exhaust setup and the list keeps growing! So probably conservatively 2 or 3 times what a Sissell head costs, but realistically 4 to 5 times if not more....
As usual I was way off. Did I mention I don't know much about this stuff. What I'm getting is basically one head off the v12. 2 valves per cylinder 12 port cross flow. Stainless steel intake and exhaust valves, steel spring seats, valve stem locks, Titanium valve spring retainers, valve springs, valve stem seals, stainless steel roller rocker arms, steel port plugs, 2 head gaskets, valve cover and o ring seal. total cost $5700 plus shipping. I had a long discussion with them about my setup and wanting to keep a roots blower for looks and they said 800 hp should be no problem. Sorry about the bad info. I'm an idiot.The journey continues. I'm trying to add pictures but as usual I suck at it.
Those pics show a cylinder head with 5 head bolts per cylinder instead of the 4 bolts per cylinder the Chevy 6 block has. So this head isn't going to be a bolt on and may not fit the Chevy 6 block at all. The Sissell head would still be a better choice because it has close to 40 years of proven results.
That is more understandable now. Not much different then welding the V8 heads together and changing the Bolt pattern. THE cam grind should be interesting to change If what Panic is saying ir right.
Larry/Twisted6 [oooooo] Adding CFM adds boost God doesn't like ugly.
There is also no guarantee the bore spacing is correct for the Chevy 6 block. The head appears to have a V8 head bolt pattern, and seems to be patterned after the V8 SB2 style head, so it could have a V8 bore spacing that wont fit a Chevy 6 block. Other than it having 6 cylinders, it doesnt show much evidence it will fit a Chevy 6 block.
I guess we will just have to wait and see. As far as experience you might want to read his bio. He says it will work. This is not a one off. I can send it back. By the way mike doesn't have anymore castings for his 12 port for a couple of years that I know of and told me he has no plans to make more.
Guys did the chevy v8 head trick for yrs. The same goes for the ford guys useing the v8 heads Cut and rewelded. LEO ran one for Many yrs on his 292's And on the deppe alum block. For that matter to the best that I know He still has that motor.
Larry/Twisted6 [oooooo] Adding CFM adds boost God doesn't like ugly.
God doesn't like ugly.
