High compression head choice.

Harpkatt said:
What are the thoughts on the even higher compression heads? I happened to have a Winfield red head 7.1. I recently purchased an engine fully decked out in Winfield. (Almost certain its all repop). I've had it running but it's not in the car yet. It is a recently rebuilt babbet engine. Electronic 6v igniton as well. It should make my roadster a pretty fun machine. I'm pretty light on the pedal so I don't have much concern for the babbet.
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I ran a 7.5 head for quite awhile on my parts chaser. (30 2Door) It was a babbit engine. Later ran a 10.5 head on same engine. I couldn't use cheap gas with that.
 
so does anyone offer the aluminum Lions head or Thomas?


every time I look, I see sold out. I want a head with a little wow factor.


I attempted to buy a couple from someone on here I wont mention and I was left by the wayside- deposit and all, though I did recve a refund.
wouldnt consider that route again.
 
Question: I believe the 6:1 head is a little thicker than the stock and 5:1 head. If that is the case what studs would be used with 6:1 head? I know grade 8 but what length? A friend installed a 6:1 head on his engine and the nuts would barely go all the way on the stud..
 
ronn said:
so does anyone offer the aluminum Lions head or Thomas?


every time I look, I see sold out. I want a head with a little wow factor.


I attempted to buy a couple from someone on here I wont mention and I was left by the wayside- deposit and all, though I did recve a refund.
wouldnt consider that route again.
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I forget where I saw it, but the Lion head manufacturer says they do one production run per year, so I guess wait till later this year?
 
Smitty said:
Question: I believe the 6:1 head is a little thicker than the stock and 5:1 head. If that is the case what studs would be used with 6:1 head? I know grade 8 but what length? A friend installed a 6:1 head on his engine and the nuts would barely go all the way on the stud..
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The 6-1 Snyder head uses the same length studs. I used the grade 8 studs and the nuts sat right where they should be. Washers will be a problem, they are only for aluminum heads.
 
Great to get extra power but any thought what this increase does to the main bearings life.
Pouring Babbitt bearings is becoming a lost art. Should you over-stress your old bearings?
 
The general consensus I've read seems to be that the max you should put on Babbitt bearings that have not been recently rebuilt is around 6.5:1, +/- 0.5.
 
Harpkatt, Your Winfield should give you good performance with no problems, just limit the spark advance because the higher compression will burn quicker than stock. If it is aluminum, it is a repro. I ran a Cyclone 7.5:1 crows-foot for many years and many miles with no problems. It is very similar to the Winfield crows-foot head. read my post above.
 
Russ/40 said:
The 6-1 Snyder head uses the same length studs. I used the grade 8 studs and the nuts sat right where they should be. Washers will be a problem, they are only for aluminum heads.
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That's good to know, perhaps my friend ran his studs in too far. I am moving up from a Snyder 5:1 head to 6:1. New build with babbit mains and inserted rods.


Steve
 
Babbitted main bearings do very well, I've run Bonneville at 167 mph on babbitt mains, still in good shape. Rods not as well but still no need to worry about them.
 
TerryO, I have been running Brumfeld 5.9 heads for over 30 years now. Three different heads on three different engines. Still have one in a box to be put on my next engine build. Never had a problem with them. that i did not give to myself.
 
I have a brumfield and a 6/1 both are good running heads the 6/1 seems to have more lugging power
 
Building performance in any engine requires a balance.more compression? add more fuel,more exhaust better spark control...and a better cam.Look at it this way..a model a engine,stock flows at about 180 CFM..180 cubic feet of air flow. A stock Zenith,even a B zenith flows at about 80 CFM,your basically leaving half the fuel/air mixture out of the equation.Stromberg 97 flow rate matches the model A flow..compression increases are great but reduce your tolerance for timing deviation..in short,run a mechanical advance distributor,stop the hand work. Lastly,now that air flow ,compression and precise timing is nailed,open your exhaust some..
 
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