Full Auto Update

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John

If that happens I think it will be a welcomed option by many customers. Many have paid extra for re-angled big valves in the past and more will follow.

The FA port floor is already raised. All you have to do is tilt the guide, the valve seat along with it and match the port to the seat. If you keep the guides at 1/2" diameter then you will be offering something that has never been available before. You would be providing one of the most significant Norton head upgrades since the advent of the FA raised port floor. While you're at it your could clean up the shape of the exhaust port floor as that was a bit too rough with the original FA heads.
What about the option of just buying a partially machined head where the valve area has not been done. Then the buyer could machine the stems any direction they want, given there is enough material.
 
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So the AMA (RH2) heads didn't have this feature?
We're talking about marketing heads so they will be available to the public in numbers. The commonly reangled big valve head generally available had fatter guides which impeded flow and weakened the head.

BTW - Full Auto heads could be special ordered with the guide bores left undersize for reangling. I know because I worked on one as shown in the vid below - resulting in reangled 1/2 guides.

 
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lcrken

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So the AMA (RH2) heads didn't have this feature?

That's an interesting question. I never saw one of them, but just assumed they were re-angled using 5/8" guides, like the Dunstall and other period big valve heads. On re-consideration, it seems more likely that they pulled unfinished heads out and machined them to take the 1/2" guides at the new angle. When they did the 850 style big valve heads for the short stroke 750, they didn't use a larger guide, but kept the 5/8" 850 guide, which means they pulled them off the line before the guide holes were bored, and machined them to suit. Folks who converted finished 850 heads to the big valve configuration had to go with even larger diameter guides to allow re-angling the intakes. That's why Steve Maney eventually started converting 750 heads to the 850 bolt pattern, so he could do the big valve conversion and only have to go up to the 5/8" guides.

Anyone out there know the answer to Seeley920's question?
 
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That's an interesting question. I never saw one of them, but just assumed they were re-angled using 5/8" guides, like the Dunstall and other period big valve heads. On re-consideration, it seems more likely that they pulled unfinished heads out and machined them to take the 1/2" guides at the new angle. When they did the 850 style big valve heads for the short stroke 750, they didn't use a larger guide, but kept the 5/8" 850 guide, which means they pulled them off the line before the guide holes were bored, and machined them to suit. Folks who converted finished 850 heads to the big valve configuration had to go with even larger diameter guides to allow re-angling the intakes. That's why Steve Maney eventually started converting 750 heads to the 850 bolt pattern, so he could do the big valve conversion and only have to go up to the 5/8" guides.

Anyone out there know the answer to Seeley920's question?

It was a rhetorical answer Ken.

I know the answer, I have 2 of them. They had the small guides, full hemisphere, big valves, just the same as the shortstroke ones , so it was available to the public, from the factory
 

lcrken

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I didn't pick up on that. But thanks for answering anyhow. It's something I've wondered about for a while, and it's nice to know for sure.

Ken
 

SteveA

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It was a rhetorical answer Ken.

I know the answer, I have 2 of them. They had the small guides, full hemisphere, big valves, just the same as the shortstroke ones , so it was available to the public, from the factory
I had one of the short stroke ones, thin stem large valves with iron inlet guides of standard size, angled for those valves as a blank not modified. But I never knew exactly who fitted the guides and valves.

When I had problems with it Mick Hemmings fitted his phosphor bronze guides with a flange that sat under the spring seat.

But it wasn't a head available to the public from the factory, just the people who came to the back door!!
 
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I had one of the short stroke ones, thin stem large valves with iron inlet guides of standard size, angled for those valves as a blank not modified. But I never knew exactly who fitted the guides and valves.

When I had problems with it Mick Hemmings fitted his phosphor bronze guides with a flange that sat under the spring seat.

But it wasn't a head available to the public from the factory, just the people who came to the back door!!

Yeah, I've got 2 short stroke ones too

must have been a wide back door :)
 

SteveA

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Yeah, I've got 2 short stroke ones too

must have been a wide back door :)
Like most of the 'motor industry' in the midlands at one time I guess. My brother had a friend who brought home most of the parts needed to build a Mini Cooper at some point!
 

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Everybody has been very patient waiting for the FullAuto product to come back. Rest assured that after we have made some standard stuff and generated some dollars on this investment, we will play with the performance issues discussed in this thread. Fast Eddie has already volunteered to be a test bed for a 920 head LOL Some of you forget that I have a 750 NYC Norton in a Seeley frame that I race. It currently has a FullAuto head that the Hall brothers ported, and Comstock did the big intake valve machining. It has Maney cylinders with alum liners that are Nikaseld. It produces 65 HP at the rear wheel, and produces it reliably . Engine has not been worked on after two years of racing, and still has excellent leak down results
 
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John:
Would have another possible offering you might consider. Full Auto maker contacted me a LONG time ago while researching NHT cylinder heads on my web site

A lot had transpired since then, much of which is left alone. The one subject came up was the possibility of making small bolt pattern heads.
It was left on the table!

The S650/136 head (spigoted) or better yet Norton PN 25358 which is the same head without the undesireable spigot machining.
Same as 750 casting
Same fins
Same rocker positioning
Same combustion chamber except deleting the 750/850 desaxe squish band
Same 1.5" valve seats but cutting seat for 1.4" valves
Top oiler instead of side entrance like commando
Stock 28.5mm ports desireable for 500 or 650 SS
intake oil drain down head gasket position will be slightly different from 750 or 850

The small bolt pattern heads are very sought after and leaving this on the table is a shame IMO.
PM me or call if interested in discussion.
contact
 
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grandpaul

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I have a 750 NYC Norton in a Seeley frame that I race. It currently has a FullAuto head that the Hall brothers ported, and Comstock did the big intake valve machining. It has Maney cylinders with alum liners that are Nikaseld. It produces 65 HP at the rear wheel, and produces it reliably.
An HONEST man!

(most people with similar mods claim over 70HP)

...and the keyword in the above statement is "RELIABLY"...
 
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I'm new around here, and shameless

Is there going to be a website for purchasing these parts when completed, or are the barrel and head only going available to those that know the secret handshake?
 

grandpaul

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Forget the handshake, that's just to get thru the gate. You have to know the password to get into the website to place the order!

The password is: (...deleted by moderator...)
 
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You'd best sleep with your eyes open from now on because the enforcers come for you in the wee hours whilst the guard dogs doze.
 
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When reangling the valves you have to take care not to increase the combustion chamber volume any more than necessary. The fully rehemisphered big valve heads had a problem with low compression that was difficult to overcome.
 
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