OEM Appearing Alloy Cleveland Heads From Scott Cook

pictures of the castings out of the molds, prior to machining

Here's a couple of more pictures of Scott's new heads.





-G

Any word on these heads?

Chris

Scott last announced his heads will be ready by Christmas.

He has had a couple of set backs that he didn't expound upon.

-G

December 14, 2010, An Update

quote:

Guys,

My Cylinder Head Castings are still on the go! My Day time Job has kept me very busy this year & placed me behind on the progress of these Castings. A short break at Christmas will give me some time to Finalize the Patterns, Castings & final port designs. Please be patient, I'm aiming for late January early February now.

I also have designed & made a Prototype " Mid Rise Height" Single Plane intake manifold to suit my heads for the guy's that would like more Hood clearance over the Standard High Rise offerings. Approx: 1 3/4" lower than a TFC / CHI. Just waiting for some Dyno testing & it's ready to go...

Thanks Scott

-G

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! The out of the box flow specs for the CNC machined intake ports:

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.

-G

This stuff looks awesome! Any idea on the pricing?


Ron

No pricing yet Ron, but I am expecting that soon, within a month. I'll continue to post information as I receive it.

-G

I've added the exhaust port flow data for the small chamber head

...............................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

-G

Here's pictures of the combustion chambers of Scott's new heads:



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



Pictured above is the shallow chamber, volume is 40.5cc



Pictured above are the two chambers side by side, the standard chamber on the left, the shallow chamber on the right.

-G

George,

So any news on these heads? I just read the stuff on the "Clevelands Forever" website. Sounds like a neat project.

UPDATE as of March 29, 2011

quote:

I'm just about finished, my revised intake manifold is ready for some Dyno testing and then I'll be ready to start casting heads & manifolds.

-Scott

I'm excited, I plan to be one of his early customers. When I get my hands on a set of his heads I'll probably take them to a car show or two before I get around to building my motor.

I've also agreed for Pantera International to serve as one of his US distributors.

-G

June 3, 2011

New Pictures of the first batch of castings, prior to CNC machining.

-G

Those are gorgeous...I want a set. It will be interesting to see a set of Scott's heads on Todd's aluminum block.

Any progress here?

When I last spoke with Scott, he was very close to being ready to start machining heads for sale. His machinist was waiting for tooling to arrive. We still haven't discussed sales particulars or pricing. Production is very close.

-G

How would you compare Scott's heads to for instance the CHI 4V 228cc heads George - or anybody else of course?

I've been peeking around a bit on the Clevo forum, and my understanding is that Scott will finally offer 4V manifold matching heads too (yihaa for that ), but seen the last estimated pricing, I wonder whether compared to the CHI's, they would be really worth the extra money...

Kid,
I fitted the 4V 228cc CHI heads to my car.
The Intake ports are actually 3V & flare up to suit the 4V manifold.
The exhaust ports are 3V which means no header matching required.
CHI can supply the heads to suit either the original dome top pistons or aftermarket flat tops.
Compression is 11:1 so you will need good fuel.
We have 98 octane at the pump at all gas stations so its not really an issue here in Australia, I would imagine its similar in Europe.
(Although a little Tolulene & Acetone in the brew would not hurt).

regards,
Tony.