Cylinder Head, Scott Cook SC4

text and photos Scott Cook


4V Heads, Dual Plane Med Height 4150 Carb Flange

Scott Cook; 4/25/10

New Cleveland Heads from SCM in Australia

Just letting anyone that maybe interested know, I have just cast a Brand New Cleveland Head down here in Australia. ( Yes another Australian Made Cleveland Head )But Like no Other!!!!

 

This Cylinder Head has been over Two Years in the making. My new Ford style Cleveland Cylinder Head has been Designed & Cast to retain all the External Features of a 1970′s Factory Ford 4v Head. eg:

1)   Factory cast appearance at both ends , including the Exhaust port casting shape & header mounting height ( Not high ported ), joint & casting lines feature on all external surfaces.

2)  These heads also have the Number “4″ cast into the top corner of the Head , as per the original Ford Castings.

3)   They have a 99.9% Correct appearing exterior. (Slight angle change to the Spark Plug & they have a slightly smoother cast finish, as they are cast in Aluminium).The basic “port & chamber layout” originated from the Awesome CHI 3v Head down here in Australia, The former owner of CHI & I had a working relationship as from which the project initiated from .However, my new heads will be fully machined by the new company owners of CHI,

4)   These are brand new casting’s! Not a copy of the CHI head & definitely not Pro Comp.

Will post more information Photo’s, options features etc:when time permits.

The First casting was poured today 25/03/2010 beleive it or not!
I’m anxious & very excited about my new casting.

Scott Cook

SCM Engine Developments
Australia.

Scott Cook SC4 1 Scott Cook SC4 2 Scott Cook SC4 3
 

 

 

 

 

 

 

Scott Cook; 4/28/10 thread:

http://www.network54.com/Forum/119419/thread/1269786912/new+Scott+Cooks+head+thread+(the+other+one+is+running+off+the+side+of+the+page)
There is plenty of material in that intake floor & roof of the port to suit any amount of custom porting, within limits
The smaller port versions available will accept a 2.080″ valve machined with a 90%throat 1.873″.
At this stage they will be cast in aluminum, Iron later if sales reflect.

Weighed my un-machined casting last night..

15kg – 33lbs As cast un-machined SCM Head.

24.5kg – 54lbs Ford Cast iron bare head.

Weight benifit per pair (19kg – 41.8lbs ) its hard to argue!!

(Expect another 1kg or more weight saving after machining )

Dont know about 300cfm @ .400″ more like .450 to .500″ lift.

there will be a CNC port program option for the 4V port .

January 12, 2011

The externally stock appearing aluminum cylinder head from Scott Cook Motorsports is one step closer to being ready for market. The head features “stuffed” 4V intake ports and high swirl combustion chambers. Some details have changed from Scott’s original plans, so here’s the latest run-down.

(1) CHI and AFD heads were designed around “stuffed 4V ports” and were constrained by 4V port architecture. Unlike those heads Scott Cook’s head is a clean sheet design. The ports represent the best work of a pro-level port designer restrained only by the original 4V port locations at the manifold flanges and the original valve seat locations in the combustion chamber. Everything in-between is new.

2) The intake port of Scott Cook’s head is at 4V port height, which is raised approximately 1/2″ higher in comparison to a 2V intake port like those of the Edelbrock and Trick Flow cylinder heads.

(3) Valve sizes have been finalized at 2.19″ intake and 1.625″ exhaust.

(4) There shall only be one intake port offered, with two possible combustion chambers. The standard combustion chamber shall be approximately 58cc – 64cc. A shallow chamber shall also be offered with a volume of approximately 40cc – 45cc. Intake port flow is on average 4% better with the shallow combustion chamber. Scott cannot measure the exact chamber volumes, port volumes, exhaust port flow, etc, until he has the heads in hand (they are en route from the US).

(5) Now for the exciting news!

………..Intake Port Flow Specification 
Valve Lift … Standard Chamber … Shallow Chamber 
… 0.200″ ……….. 153.3 cfm ……………. 158.0 cfm
… 0.300″ ……….. 215.9 cfm ……………. 229.3 cfm
… 0.400″ ……….. 279.0 cfm ……………. 293.9 cfm
… 0.500″ ……….. 325.7 cfm ……………. 335.7 cfm
… 0.600″ ……….. 347.3 cfm ……………. 356.5 cfm
… 0.700″ ……….. 352.9 cfm ……………. 364.5 cfm
… 0.800″ ……….. 358.7 cfm ……………. 372.5 cfm
6) Since the ports and chambers shall be CNC machined Scott’s customers are guaranteed their heads will match the advertised flow specs as closely as is possible, from cylinder to cylinder, right out of the box. Porting will not be necessary.
(7) There shall be no 4V port offered at this time; the 4V port will come at a later date.-George Pence Jan 12, 2011

Scott’s port is at true 4V height, whereas the CHI 225cc port was raised 0.100″. There would be some mis-match with the CHI intake.

Scott and his porter have developed a new mid-rise single plane intake to compliment the head. Scott claims the new intake out-flows his high-rise competition (CHI, Parker, TFC). Scott’s porter has also made some improvements to Scott’s dual plane intake, they’ve got the flow up in that one too.

George Pence Jan 12, 2011 

The Track Boss is designed for 2V Cleveland heads. The ports in Scott’s heads are 4V height, they are stuffed 4V ports. They are similar to the CHI 3V ports, although not identicle: the CHI ports are raised whereas the ports in Scott’s heads are true 4V height.

You’ll be better off starting with an intake manifold designed for stuffed 4V ports on a 8.2 block, there would be less port matching and manifold modification to perform.

Scott’s heads will also require modification if you want to use Windsor coolant routing, as any Cleveland head would require.

-George Pence Jan 22, 2011

With Scott’s permission here’s a picture of his new heads, and his dual plane intake manifold, sitting atop a Cleveland block. The heads will be available in a stuffed 4V port configuration, and a full size 4V port configuration just for us Yanks who prefer the old school 4V port. I am very thankful to Scott for committing to investing the time and money to develop a full size 4V port version of his head, because I know he doesn’t understand us Yanks who prefer that port, his preference is the stuffed port 4V configuration. –George Pence

 

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……………….Scott Cook Motorsports Stuffed 4V Port Cylinder Heads 
……………………….Standard Chamber Head………………………….Small Chamber Head 
Valve Lift …. Intake Port Flow …… Exhaust Port Flow … Intake Port Flow ….. Exhaust Port Flow 
… 0.200″ ……….. 153.3 cfm ……………. 000.0 cfm ……………. 158.0 cfm ……………. 118.7 cfm
… 0.300″ ……….. 215.9 cfm ……………. 000.0 cfm ……………. 229.3 cfm ……………. 147.0 cfm
… 0.400″ ……….. 279.0 cfm ……………. 000.0 cfm ……………. 293.9 cfm ……………. 186.5 cfm
… 0.500″ ……….. 325.7 cfm ……………. 000.0 cfm ……………. 335.7 cfm ……………. 211.1 cfm
… 0.600″ ……….. 347.3 cfm ……………. 000.0 cfm ……………. 356.5 cfm ……………. 225.1 cfm
… 0.700″ ……….. 352.9 cfm ……………. 000.0 cfm ……………. 364.5 cfm ……………. 233.6 cfm
… 0.800″ ……….. 358.7 cfm ……………. 000.0 cfm ……………. 372.5 cfm ……………. 240.0 cfm
… 0.900″ ………………………………………………………………………………………………….. 246.2 cfm
… 1.000″ ………………………………………………………………………………………………….. 250.2 cfm

Now that’s air flow, canted valve Ford style! Look how the exhaust port keeps flowing all the way out to 1.00″ lift! These ports rock.

Pictured above is the standard chamber, the volume is 60cc

Pictured above is the shallow chamber, the volume is 40.5 cc

Pictured above are the chambers side by side. Standard on the left, shallow on the right. –G.P.

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Great news, “Advanced Engine Dynamics” ran the first ever engine with my new heads & Dual plane intake late today, seated rings ,run time etc::

1 Pull only 30* timing no Jetting or timing loops. 3700-5900RPM

393cuin, Hyd Roller . Pump Gas. My Factory appearing Low rise intake manifold..

@3700- 470ftlbs
@5300- 489ftlbs
@5900- 477ftlbs & 536.6 HP

Im very happy so far.

Big day tomorrow, three intakes & heaps of tuning

Thanks to everyone for your comments….

SCM



First Dyno tests with back up run to confirm each manifold.
393cuin
Hyd Roller
11.0 comp
1-7/8″ pipes 3.5″ collectors (Pacemaker )
1″ 4 hole spacer.
Carb: 850
My new CNC ported heads 2.190″int 1.625″exh valves
My Stock Ford appearing low rise dual plane intake manifold
Pump gas..
28* timing.
No Carb tuning or Timing sweeps. These are the very first baseline runs…

Testing from 3700-6500rpm.

…………………………….
Scott Cook Low rise stock Ford appearing manifold.
505ftlb @5600rpm
602HP @6500rpm … Yes it’s a real 602hp!!!! I’m still pinchng myself.LOL

Rolled in at 3700rpm with 475ftlb.

Then we backed this up with a TFC Single plane intake..
535ftlb & 600hp @6300rpm.
The Hyd roller limiting the true potential of this intake. Power was still climbing very strong..

Then we tried out a new prototype mid rise single plane. 511 ftlb & 600 hp @ 6300 rpm  Needs a little more fine tuning in the lower rpm range before I’m happy with this new deal.

Please note this is a strong street build suited for pump gas & not a race deal….

“Thanks” to Rod & Aaron at “Advanced Engine Dynamics” for the Great CNC porting work on my new heads, supplying a full day of Engine Dyno time…along with the quality engine build..

Hope this keeps everyone a little interested…

Scott
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Prototype: Tq Peaked at 5300Rpm
TFC intake: Tq Peaked at 5100Rpm
Dual Plane had two Tq Peaks 5250 & 5600Rpm.

The customer didn’t want he’s engine flogged to death on the Dyno, he was kind enough to allow me these few tests.
Max Rpm was set at 6300Rpm . Owners Request!!!
However! he allowed me two runs only at 6500rpm to reach that crazy 602HP with my Dual Plane. LOL

Camshaft was not spoken about, my guess in the 240’s & lift .600″s thats it!!

My mistake on the compression.. confirmed at 11.0.

TFC & Prototype’s manifold power curve had 500.3 Ft/lb at 6300Rpm! thats going to make alot more power beyond 6300!!!!

Don’t forget these tests were only baseline pulls..

Heads available in around 8-weeks. Need a few more Dyno & track tests before I’m totally happy!!!

Thanks again for the comments

Scott

 

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The guy’s at “Advanced Engine Dynamics” just called to say that they Pulled the engine down today on the Dyno to 2900RPM just to see how much Tq this combo makes.

460.5 @ 2900Rpm

465.1 @ 3000Rpm
470.8 @ 3100Rpm
471.9 @ 3200Rpm

This tell’s you that it’s a streetable Camshaft grind.LOL

Scott

 


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