I'm also kicking around the idea to build the motor for boost & add it later..I come from boosted inline 6's anyway, so its right up my alley.

I'd love to get like around 220-230hp & something like 260ftlbs..thats at the crank of course. I'm sure I'll see more since I'm deleting the A/c & mechanical fan at the same time. Adding boost to that would be something crazy! I'd bet with 8lbs you could see around 320hp.
Imagine adding boost to a built stroker, that would be insane! Seeing something like that under the hood would be so amazing & the power output would be rediculous!

 

Check out jpmagazine.com. they built a motor with 505 performance turbo. Over 500hp on pump gas.

 

I was pretty sure it was not on pump gas

 

Maybe 440hp.... its on the tune. They had a tune on pump gas making too much HP for any xj

 

Yea, when zach from 505 came to the shop he was talking about it. And I was pretty sure his over 500 numbers where on race gas

 

Soo whats the verdict on this? If RND needs testing dummies Ill gladly sign up. My buddy runs a dyno service in town & Id be glad to run personal pulls for before and after

 

I'm pretty it'd the RND phase was over at the point that hesco put the head on the market......years ago.

 

Business principle suggest that if you want to sell something most folks wouldn't buy, then sell it for a price they can justify - it's called building market share. If Hesco dropped their price to under $1000 they would likely see sales by motor builders and repair shops and make more money on them compared to the 'used head' repair approach and inherent limitations with stock design over the years. Better product design in aftermarket parts for a reasonable price sells.

If their ROI hasn't happened yet and it costs too much to sell any more cheaply than at present, they made a mistake in trying in the first place.

 

Yes, please, give. I will buy. Make a 2.02"/1.60" large port version please.

 

The RIPP Supercharger kit puts down 260hp to the wheels! Thats a gain way north of 100hp. And thats at 8lbs of boost I believe with a vortech v3.

 

Well, AMXJ hasn't posted since his declaration of low sales and interest, so I'm assuming people saying they'll buy "it" is pointless.

 

Mainly beacause most actaully wont buy it

 

If it is the article I recall it was far more than 500. It was over 700, and the issue they had that stopped them from reaching for more was lack of fuel flow in the injectors. I need to look it up again, its my fav article. Mind you, they started with a titan stroker, pushed everything to what they though was the limit, turboed it, and had the water pump on electric. Like I said, want to read that one again.

Back on topic, if they go to the trouble of a new head, perhaps new design, I have a thought that might boost interest, sales, and performance by a large amount. How about if we make a hemi head for the 4.0? They had one overseas:

http://en.m.wikipedia.org/wiki/Chrysler_Hemi-6_Engine

It seems that this concept, as it was, would gain us 30-50 hp alone, looking at the displacement and horsepower.numbers. Most of these engines look to have high torque to horsepower ratios (numerically higher torque than horsepower) and horsepower to displacement somewhat near the renix, but carburated.

One in particular was only 20cc larger than the 4.0, but put out 302hp. It was at a 10:1 CR, though. Shows what such a head could do on a stroker, Id say.

As far as manufacturing and cost, this is what I see:

Aluminum: softer metal is easier and less costly to machine than cast iron or steel. Also, it seems to me that initial runs would not need to be cast. Modern CNC technology is more than up to turning out a head. Most of the same machining operations would be required regardless of whether or not the initial impressions were moulded into the blank. The coolant runners would be the most difficult, but as its aluminumband conducts heat better, this might not be an issue.

Cast iron/steel: would work the same strength wise as origional, and potentially stronger, but cast iron isnt as easy to be cast these days from what I hear. Also increases wear and tear on tooling.

It seems to me that the best idea would be to have the head material match the block, so that the expansion ratio matches. If I understand right this is one of the reasons the manifolds have a tendancy for cracking, at least in earlier engines.

As to the comment about the age of design of the inline six... It seems to.me that just because a configuration has been around for a while it doesnt mean its due for replacement. Each engine type has its bennifits and drawbacks: 4 cyl is cheap, has high RPM, and can be reliable as.it is simple. The V8 has high power density and high RPM, but usually lacks in low end torque compared.to the I6. The I6 may not have the highest red line but it has high reliability and high low end torque. This is why it is one of the more successful diesel formats as well.

The piston engine itself is an aging design, already surpassed in efficency by the gas turbine (jet engine). As far as.gasoline piston engines go, though it seems to.me.that the jeep I6 has a lot of untapped potential, and the only two things that can be done to maximize.that potential.are head work and maximizing displacement, at least without some sort of forced air.

So, as.for.my vote, if it means I can stick a HEMI sticker on the side.of my 4.0 XJ, Im all for a new head, even if its a shade pricy. CNC machine work shouldnt be that expensive these days, though, and last I priced steel and aluminum they werent all that far apart in price.

 

Ok, think I found it. Cant be sure as my phone wont let me go to the next page, and I was wrong about the brand of stroker, but I believe this is the article that made me believe in the I6 ( well, more than I did).

http://www.jpmagazine.com/techarticl..._ii/index.html

 

Here's part one http://www.jpmagazine.com/techarticl...ine/index.html the other two parts are linked in the side bar. Enjoy. Ok the post before this one is part 2. There are 3 parts.