Need specs on Hesco Aluminum head

[Rob Patterson]

I need info on the Hesco aluminum head so I can play around with EA 3.0 and I am also considering a custom cam. I don't want to hear about porting a head, I already have the Hesco head but I bought it used.

I'm looking for:
Intake port volume and dimensions:
Exhaust port volume and dimensions:
Size of Combustion Chamber:
Flow numbers if anyone has them:

Thanks,

 

[seanyb505]

...You could always port it

 

[MudDawg]

www.hesco.us/

 

[Rob Patterson]

Yeah I've been to Hesco's site but I can only find the standard ad about the head and not any details.

Thanks,

 

[Dr. Dyno]

Combustion chambers are 55cc and the valves are stock 1.91"/1.50" size. Claimed flow numbers are 250cfm on the intake and 147cfm on the exhaust at 0.50" lift but I don't have any other details. Hesco are a bit cagey about those.

 

[MudDawg]

Dino must have an inside line....:clap:

 

[Rob Patterson]

Well I got a decent quote from a machine shop so I am going to get the head flowed. I will post all the info when I get it. Thanks for the cc size.

Thanks,

 

[Flash]

Well I got a decent quote from a machine shop so I am going to get the head flowed. I will post all the info when I get it. Thanks for the cc size.

Thanks,

VARY COOLLLLLL
If you can get the flow numbers in .100,.200,.300,.400 and .500 or something close to that(int and ext) i could compare the stock head(Renix to late HO head) with this one! all thow they are just number and one flow bench/operator will flow diff then the next one .........It will still give a good idea!!!!! Ware will the alu head, flow shine.........I now that it will make way more HP on top end..............but it would be vary interesting to see how much bottom end is sacrifice to gain top end.........with the out dated port design, that we have............it might just be better all the way around, top and bottom RPM!:dunno:
I hope that you do it!
this could be a lot of fun, crunching numbers on my "Dyno Sim"



Flash.

 

[Rob Patterson]

I just dropped the head off today at the machine shop. He says he won't be able to get it checked out until next week. I will post the numbers as soon as I get them. From a quick glance he said the intake ports didn't look too bad, but he thought the exhaust ports were still restrictive in stock form. As soon as I get the numbers and see what the flow ratio is between the intake and exhaust I may see about some mild port work on the exhaust side.

I also mailed off an old camshaft to a custom cam grinder to see if he can find a billet core for a custom cam. I hope he can spec me out a custom cam based on the flow numbers for the head. My ultimate goal is for 300 HP at the crank.

Next question: Does anyone have the flow numbers for the 2000 style intake?

Thanks,
Rob

 

[Russ Pottenger]

The intake manifold is a extension of the cylinder head. If you want flow numbers that mean anything for the intake manifold it needs to be flow tested on the cylinder head.

 

[Rob Patterson]

The intake manifold is a extension of the cylinder head. If you want flow numbers that mean anything for the intake manifold it needs to be flow tested on the cylinder head.

I know that they work together but I am trying to figure out what direction I need to go with this. I have an intake but it is currently being used on my running motor and I can't aford any down time. Sometimes it is not very easy to flow the 2 together. Depending on the design of the intake; I know some engine builders prefer the intake to flow anywhere from 10% to 20% more than the head flows.

I was hoping someone would have the numbers so I could get a ballpark idea and also to see if the runners were well balanced or not? Trust me I am going to do this right the 1st time, that is why I am trying to get some ballpark information and I am using a well respected machine shop in the area.

Thanks,

 

[Flash]

I just dropped the head off today at the machine shop. He says he won't be able to get it checked out until next week. I will post the numbers as soon as I get them. From a quick glance he said the intake ports didn't look too bad, but he thought the exhaust ports were still restrictive in stock form. As soon as I get the numbers and see what the flow ratio is between the intake and exhaust I may see about some mild port work on the exhaust side.

I also mailed off an old camshaft to a custom cam grinder to see if he can find a billet core for a custom cam. I hope he can spec me out a custom cam based on the flow numbers for the head. My ultimate goal is for 300 HP at the crank.

Next question: Does anyone have the flow numbers for the 2000 style intake?

Thanks,
Rob

:thumbup: I can't wait!!!!!!

Flash!

 

[Rob Patterson]

Well my head is finally done. I will be picking it up tomorrow. From the brief discusion on the phone with McCabe Motorsports the figures that DR. Dyno posted are correct. The info I have will have alot more detailed and I will post all the info when I get it. I was told the intake is only good to .500" lift with the current springs and valve length. I was also told that there was a 30cfm increase in flow from .400" to .500" on the intake side. I am going to send the figures to my custom cam grinder and see what he thinks.

 

[Flash]

Well my head is finally done. I will be picking it up tomorrow. From the brief discusion on the phone with McCabe Motorsports the figures that DR. Dyno posted are correct. The info I have will have alot more detailed and I will post all the info when I get it. I was told the intake is only good to .500" lift with the current springs and valve length. I was also told that there was a 30cfm increase in flow from .400" to .500" on the intake side. I am going to send the figures to my custom cam grinder and see what he thinks.

I:thumbup: still would like to do a comparison with air flow every .100 of lift, if it was figured that way. Every .200 lift increments would be ok too.



Flash

 

[Rob Patterson]

I:thumbup: still would like to do a comparison with air flow every .100 of lift, if it was figured that way. Every .200 lift increments would be ok too.



Flash

No Problem, I will have the flow numbers tomorrow and some other information.

 

[5-90]

No Problem, I will have the flow numbers tomorrow and some other information.

Cool - I'd appreciate it as well. I've been trying to find out what I can about the head for a while now, for inclusion in the next update/revision of the Power Manual. You'd think they'd want a little exposure...

(Besides, part of me wants to find out if I had a hand in "birthing" this head anyhow. I was heavily involved in the discussion on "Strokers," and I took the idea to Russ Flagle/Indy Cylinder Heads a few years ago, but didn't hear back. I don't want money from the idea - just a little credit would be nice. Bragging points for my books, I guess...)

 

[Rob Patterson]

Cylinder Head Information

Here is the Data for a Hesco head as measured by McCabe Motorsports:

Intake valve: 2.00"
Intake Port Volume: 138 cc
Intake Valve I/H: 1.610"
Spring pressure on seat: 95lbs
Spring pressure open at .400" lift 215lbs
Coil binds at 1.050"
Spring Diameter: top 1.205" bottom 1.330"
Retainer material: stee
Chamber volume: 59.6cc
Exhaust valve size: 1.550"
Exhaust port volume 76.4cc
Exhaust Valve I/H: 1.615"

Head flow data @ 28"

Lift Intake/Exhaust
.100 74.5/55.4
.200 134/92.8
.300 183.3/116.8
.400 226.5/131.2
.500 255/142.4

The shop was impressed with the intake flow numbers and said that the exhaust needed the most improvement. He said if they could have raised the exhaust port .25" there would have been significant flow improvement. He could not flow the head any higher due to the coil bind at .500" lift. He speculated that the intake would have continued to increase in flow. He also noted that there were signs of possible coil bind with some of the valve guide seals having the wire spring messed up. He said that new spring would be needed to take advantage of a custom cam or any cam that would approach .500" of valve lift. He also said that the valve guides would need to be machined down some to accommodate a larger lift cam.

The stroker motor that this head came from went through 3 camshafts. I asked him to speculate what could have caused it with what info he had. He said possible factors could have been: improper cam break in, coil bind, lack of zinc in oil, or possible rocker arm geometry. He said that the current spring pressure would not have been a factor.

I will most likely work with them with the rest of my stroker motor. Another interesting problem he ran into when doing a Stroker motor was that there are 4.0L blocks that had different cylinder bore lengths. He said that the shorter cylinder bore block had a problem with 258 rods and cast pistons. The shorter bore caused too much piston rock at the bottom of the bore. He is also capable of ordering custom pistons much like Hesco's.

My next step is to get these flow figures to my custom cam grinder (Jay Allen at www.camshaftinnovations.com) and see what he says. I suspect that I will need to get some port work done on the exhaust side to maximize the power of a custom cam. I will keep everyone posted on my discussions with the cam grinder and McCabe Motorsports.

 

[MudDawg]

The piston problem with short rod motors is well known.....it is largely ignored by those on a "budget", especially when they have reports from others that the motors live an acceptable lenght of time.....this by definition would mean motors that are carefully shephered within lower rpm ranges...

Certainly a short rod motor that is run in the higher rpm ranges will have accelerated piston/cylinder wear. It's largely a case of how much do you expect from the investment...there are plenty of stories of strokers built on a shoestring from carefully selected used parts...

In the case of a stroker that will be used for continuous high rpm such as racing, I would spend the money to build a motor with correct rod lenght to stroke ratio.

 

[Dr. Dyno]

Re: Cylinder Head Information

Here is the Data for a Hesco head as measured by McCabe Motorsports:

Head flow data @ 28"

Lift Intake/Exhaust
.100 74.5/55.4
.200 134/92.8
.300 183.3/116.8
.400 226.5/131.2
.500 255/142.4

The shop was impressed with the intake flow numbers and said that the exhaust needed the most improvement.

Yeah, the flow numbers were exactly as I expected; impressive on the intake side (from 0.400" of lift upwards anyway) but the exhaust flow numbers barely match the stock head's. This adds more credence to my argument that Hesco's claim of a 30hp gain is BS.

 

[streetxj]

Most of the gain is probably from weight reduction going from iron to aluminum.