Category: H&H Flatheads

AMERICA’S BEST ENGINE SHOPS 2022 | H&H FLATHEADS – @EngineBuilder

AMERICA’S BEST ENGINE SHOPS 2022 | H&H FLATHEADS – @EngineBuilder

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Despite not being a fancy, state-of-the-art set up, Mike and his team at H&H have a great thing going. The equipment does exactly what it needs to, his team is experienced and the shop has built thousands of vintage engines for customers everywhere!

It’s not every day that a photoshoot for Rod & Custom is what pushes you over the edge into engine building, but that’s exactly what got Mike Herman to begin his journey building V8s. Of course, this photoshoot wasn’t Mike’s first time being around engines, but before that moment, he hadn’t taken time to learn and understand the work. 

Mike’s father, Max Sr., started an engine shop back in 1972 doing Model A work. As Mike tells the story, he was just out of college and decided to join his dad at a car show in Scottsdale, AZ where Jim Rizzo of Rod & Custom came through the booth.

“He asked if we wanted to do a Flathead article,” Herman recalls. “My dad said, ‘Sure, we’ll do it.’ He stuffed me in all the pictures. I didn’t know what I was doing. I didn’t even know how to work a boring bar or anything. The issue took like nine months to come out, and it was like 10 pages in one issue, and then nine pages the next. The phone never stopped ringing, and I just had to learn on the fly. I shadowed my dad to learn all the tech and read whatever I could. I learned how to break everything and fix everything.”

That push into engine building was exactly what Mike needed, who said he might be working a desk job otherwise. Herman soon took what he learned from his dad and started his own shop, H&H Flatheads in La Crescenta, CA in 2003 – March 2023 will be the shop’s 20th anniversary. 

At just 44 years old today, Herman has successfully built a name for himself and his shop in the vintage V8 world, focusing on Ford Flatheads, Lincoln Flathead V8s and V12s, Y blocks, Hemis, early Cadillacs, Nailheads, and others. 

“I was fortunate enough to enter the industry at the right time, because within two years, I bought Navarro Racing Equipment from Barney Navarro,” Herman says. “That was perfect timing because I was up and coming and he was retiring. Since then, I’ve acquired seven other companies. I have eight vintage speed equipment companies under my H&H Flatheads brand.”

Now, Herman gets to add one more accolade to his shop’s name – Engine Builder’s and Autolite’s 2022 America’s Best Vintage Engine Shop award. H&H Flatheads is a modest shop on the surface – around 3,000 sq.-ft. of space, Kwik-Way boring bars, Sunnen hones, a Hines digital balancer, a Storm Vulcan surfacer, some hot tanks, and tons and tons of old and new engine parts.

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What’s an ARDUN? The Ultimate OHV Conversion for the Ford Flathead V-8 – Mike Herman of H&H Flatheads @TorqTalk

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As we learned in our flathead Ford V8 story here: www.torqtalk.com/home/ford-flathead-the-first-performance-v-8, the Ford V8 was not initially a performer. Out of the crate in 1932 the 221 ci produced only 65 bhp and even by the end of its life in 1953 the 239 ci ‘flattie’ only produced 110. Note: The ’53 255 ci Mercury did make 125 bhp—still no big deal.

To make the Model A/B four bangers go faster several outfits had produced overhead valve (ohv) conversions it seemed obvious therefore to build something similar for the V-8. Enter brothers Zora and Yura Arkus-Duntov and the Ardun Mechanical Corp., New York. By 1945, their mainstay military contracts were dwindling and Zora approached Ford about an ohv conversion for the V-8 that over heated and was under powered. Ford showed no interest and so Zora went ahead anyway buying a couple of V-8s and designing his own heads with the help of engineer George Kudasch.

Rather than have the middle pair of exhaust ports asthmatically ‘siamesed’ into one, the Ardun, a contraction of ARkus-DUNtov, breathed better through four equally spaced ports. It was also compatible with the Ford block and valvetrain, used the stock cam, and had hemispherical combustion chambers and large intake valves for improved performance. Interestingly, the Ardun had short intake rockers and long exhaust rockers and was similar to the 1951 Chrysler Hemi but preceded it by four years when it was introduced in 1947.  

The downside was trifold: The assembly was 12-inches wider than stock, it weighed an additional 60 lb and it wasn’t cheap being cast from heat-treated, 355-T6 Alcoa aluminum alloy. However, the heads produced between 25- and 60-percent more power depending on tuning—the original had but a single carb. According to Zora, “I had about 230 hp on gasoline by 1949.”

Zora might have been a tad optimistic with his figures. After almost two years and more than 1,000 hours of testing on his own GE dyno, the Ardun-headed engine put out only 160 bhp. ‘Build it and they will come’ was Zora’s philosophy and he attempted to market complete engines and conversions. A ‘racing’ version was said to produce 200 bhp at 5,500 rpm. The conversion sold for a hefty $500 and installation took six skilled hours. Two thousand inquiries resulted from a feature in Popular Mechanics but few sales materialized.

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Single Overhead Valve Head for Flatheads – Zach Martin @Hotrod Network

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Mike Herman’s well known H&H Flathead’s and their Dixon SOHV cylinder head are featured in Zach Martin’s HotRod Network article. The Flathead keeps on going and with the support of companies like H&H long may it continue. Read on here