Now you can be a part of history with a Hilborn injector for your flathead. Be sure to visit our to view colors and examples. All shipments to foreign countries must be pre-paid. Great for power upgrades and engine swaps. You can now build a brand-new flathead. Starting in July 1938, the blocks went to 24 head-retention studs.
Younger guys yearned for a simpler, back to basics approach. More tuning would improve this. This will get you running right off the bat then very little tuning from there. Ram tubes made for your designated height top off the injection system you have always wanted. Baron, Edelbrock, Sharp Wilcap , Navarro, and Offenhauser make both old-style heads as well as improved new configurations. Back in the day, four-barrel carbs had barely been invented. Anyone questioning the reliability of these has their information wrong.
Make sure to run the O2 sensor so it can have Closed Loop functionality. I know this isn't for everyone, but wanted to know if anyone here has done it. However, the main caps are beefier than traditional stock flatheads. Now you can be a part of history with a Hilborn injector for your flathead. In fact, the growing flathead movement has basically sorted itself out into three distinct groups.
Equal distribution of air and fuel to each intake runner 3. Most all these systems used two throttle bores and two injectors in a housing that looked and for the most part drove like the two barrel carburetors that proceeded them. Of course, this modern stuff requires a 12-volt electrical system. However, the main caps are beefier than traditional stock flatheads. If they don't plug, don't play. The modified Hilborn unit wasn't that bad if you can get over the fuel rails and modern electronic injectors and wires at the base of the velocity stacks.
The pinnacle of flathead tech, this Dick Landy-built 700-plus-horsepower motor powered Ron Somewhere in the middle is the largest group: Potential street rodders who just want reasonably fast hot rods without having a cookie-cutter, 1-800-car. At present, the only aftermarket custom oil pan available is from Ardun Engineering. You need the right amount of plenum volume and runner length to complement the engine size, camshaft, cylinder-head flow, and operating range. Air would be sucked in if naturally aspirated or pushed in if supercharged to complete the mixture for ignition on the power stroke. I do know that the pro-jection I used on a newer engine was a pain to setup, and I have heard of other people really cussing the system.
Pricing: All retail prices referenced in the following pages are subject to change without notice. The solution is to raise the boiling point by upping coolant-system pressure to 17-21 pounds, using a modern crossflow radiator and higher-pressure cap. Since the operation of these engines is far in excess of the safe limits that are usually set for engines, breakage and failures are common, and are an accepted risk in racing. Tony Baron says that a good-running flathead should have no less than 0. Stuart Hilborn built his very first injector for the flathead and with it, his streamliner became the first car to go 150mph at El Mirage…a true milestone.
The prototype, created by Stuart Hilborn in 1946 was installed on a 21 stud flathead and transformed the car into the first hot rod to pass the 150mph mark. Different top-halves are available for mounting a variety of induction setups. Great for power upgrades and engine swaps. There are builders on the left and right coasts and all points in-between who assemble reliable, powerful, 150-200hp engines, or you can buy new parts and build one yourself. Traditional flathead airflow management practices call for relieving the block-removing metal between the valve-seat sides closest to the cylinder bore. According to the 1952 Ford Speed Manual By 1952, the Fuel Injection Engineering Company was making a full line of F.
Stuart Hilborn built his very first injector for the flathead and with it, his streamliner became the first car to go 150mph at El Mirage…a true milestone. At one end there are restorers who insist on putting everything back to exact original condition. Thanks Carl but seeing your work makes me feel as a student still learning. Flatheads began to come back, and prices of swap-meet stuff skyrocketed. Stuart Hilborn built his very first injector for the flathead and with it his streamliner became the first car to go 150mph at El Mirage…a true milestone.
At the other extreme are dry-lakes, Bonneville, and nostalgia drag racers who have applied modern technology to the point where in some instances it is questionable whether the engine still remains a true flathead: Once-85hp engines now produce over 400 hp on gas and have exceeded 700 hp on fuel-all this on an engine with only three main bearings. Unfortunately we are unable to chrome the manifold itself. They are not legal for use on pollution controlled vehicles. Making power with a flathead is a fine balancing act, juggling the higher thermodynamic potential of raising compression against improving airflow through the combustion chamber. Also assumed you have already checked for cracked main webbing? Fel-Pro and Victor continue to make head gaskets too. Enhanced engine performance and drivability all in one package? If they don't plug, don't play.
None have been successful enough to become as popular as it surely would have been if it really did work well. At one end there are restorers who insist on putting everything back to exact original condition. Want to know more about Hilborn? Very few of these original Ardun-conversion cylinder heads were built, estimated at just 50 pairs. No one runs the old weak stock ignitions anymore. Elimination of these reversion pulses is also responsible for our excellent low speed drivability, even with aggressive camshafts. If you cant find something directly. Individual systems will vary based on fuel system design, regulator type, fuel cell location, etc.