To verify what I wrote, and to whom it is credited, I would have to check my
emails at home. I'm guessing that if I read it in Vizard's book then it would
be fairly public knowledge on the list.
"Empirical: relying on experience or observation alone often without due regard
for system and theory" :)
Seriously though, I have checked with David to make sure that my guy can
contact him for advice and was told that he can. ( He may have said that he
can contact tech info. ?? ) At any rate, yes, I do want people talking the
same language talking to each other and sharing the right info, without me
getting in the way.
Unfortunately, it is not the Turbo head that is in the mail; it is the Metro
head. The Turbo head is, I think, a beefier version of what's in the mail.
Visually, in a picture, they look the same. You can probably look up my
purchase on ebay by searching for "MG metro head".
I wish that I knew what I want in technical terms. I summarized it quite
briefly yesterday. "I want what I had before." Is that radical? I don't
know. But, I think I should get the metal in hand, and see and feel what it
is, before I go further with it.
Performance street. The engine was stage 1 tuned by Oselli in about '72. I
saw a dyno report that said 112hp. When I got it a few years back, I got to
drive it a bit before it got too blue ( the air around me ). I want 'that'
performance back, or better, but it is to be 'street'.
Cost wise, I'm starting with a new modern lead free head for about $300 US. To
me, that doesn't seem like a bad place to start? My new valves, etc from APT
will fit it, with a bit of machining for the larger valves. When it gets here,
we'll get a look at it, and let the experts talk with the example in hand. If
it suits, great. If not, it's probably for sale and I'll see what else I can
find. I have all the seats, etc to rebuild one, as my original plan was to
I don't have Vizard with me, wasn't there an 'F' that is the Turbo Metro?
> From: "Robert E. Shlafer" <PilotRob@webtv.net>
> Poor flow, Bob???
> I think you MAY be mistaken. I've not seen
> anything other than opposite (at least, not
> Empirical tests conducted by MiniMania
> show the stock alum head (with stock valve
> sizes) out of the box flows as well as a
> "prepared" Longman GT3.
> The cost of both fully assembled is about the same. MiniMania's proprietary
> valve" version (1.4 intake valve) costs more
> than either of the above.
> One might chose the alum head to save
> weight and run about a full point more in
> compression ratio, all else being equal
> including bucks.
> if you "know what you want" and you are
> talking directly with Dave Anton, how is
> it you are unable to decide whether what
> "you know you want" fits within David's
> definition of "radical porting", regarding
> the Turbo Head???
> Maybe you need to put the machinist
> directly in touch with David (remove your-self as the "middleman") so that
> can advise the machinist directly as to exactly how far he can go, according
> David's definition of "radical porting".
> Let one expert talk directly with the other
> expert and you'll get the best the turbo head has to offer in this respect.
> machinist can then talk you (once he knows
> how far he can go) and advise you accordingly as to which head should be
> used in accordance with "what you want"
> and your expectations in terms of the
> performance capability of the finished product.
> After all, are you planning on looking for
> the "last horsepower" the engine is capable
> of as in racing or is this simply a "performance" street application, Bob?
> At first glance, it would appear the "best"
> 12G940 casting to start with for "performance" motors would be those
> shown in Group E (Fig. 9.1), page 161, Vizard's bible on A Series motors.
> Cap'n Bob
> '60 Frog