Charles, I was so disappointed in the first pair of ports I ran on the bench. The exhaust is blocked by that tall guide post, they won't go anywhere. Ford did this for guide endurance but in the end they removed it. The chambers were laid back to the gasket bore with a plunge cut. I'll have to look to see the '0' ring wire. I'm thinking it is 1/8" minimum just like the Boss 9. Amazing the things the old boys were doing this kinda stuff in 63/66. Like you, I've cut so many of those 289's you're going to believe in em. Probably the better of the SB engines really.
@@JohnH.-qp6fb charlesservedio@gmail.com If possible send me some pics of these nods. Been thinking of chamber mods but compression is tough to get on a small engine. Thanks!
Stock e7 and 289 heads I’ve measured seem to come in at 125cc volume, and these seem to flow at a volume closer to 135-140cc… which means if they start out basically at GT40 3 bar size then I’m thinking they should be able to be ported to 155-160cc and flow that 250+ you were talking about. Pretty cool stuff.
If it's going to rev to 8-8,500 Helmholtz tuning starts becoming an issue, it's just on the cusp of the resonant zone of 9,300rpm. High revving engines want as much air as you can cram into them, valve lift will control air speed or rather becomes the limiting factor. On high rev 4 valve engines like the Hondas, the cylinder heads flow like 340cfm, way too much for the displacement, but they have like .220 lift, or the equivalent of ~.400 lift on a 2 valve engine. That's how they keep the air speeds high on the low cam.
Saw a real 289 Cobra that Peter Revson once drove , at auction about a half dozen years back . Bid went to :$-950,000 thou , in WV . Can't remember if the seller accepted or declined .
The Combustion Chamber is rough looking. I would just remove the roughness on the combustion chamber and remove the CASTING flash and roughness but not a total clean up, just barely smooth and flow it again. I bet it will pick up more then you think. Your right, that exhaust valve size is too big for the 289. 1.58" to 1.60" would be max for me, Now? The intake valve? definitely 1.85" to 1.94" max. I think your gonna be proud after you do some of your tricks on these heads but not a all out full port workout. These heads I heard can make some big numbers if you do a real good full port job but for a bigger cubic inch engine. Good Luck Charles, I'm watching this series closely, I want you to show the world what you can do with Vintage Iron.
@servediocylinderheads pretty easy from what I've seen, the bowl on the exhaust looks horrible and the intake is not much better Those heads are screaming for some 1.94 intakes.
@@johnriparetti9007 Unleaded fuel.....ok, one more time. Hardened seats are needed when the guides are an issue. If guides are correct clearance they will not wear and iron seat. Thanks
This is going to be another great series. I still think that the valve should be unshrouded before doing any port work.
@@briantayes2418 Chambers need to be tight on a 292.
Charles, I was so disappointed in the first pair of ports I ran on the bench. The exhaust is blocked by that tall guide post, they won't go anywhere. Ford did this for guide endurance but in the end they removed it. The chambers were laid back to the gasket bore with a plunge cut. I'll have to look to see the '0' ring wire. I'm thinking it is 1/8" minimum just like the Boss 9. Amazing the things the old boys were doing this kinda stuff in 63/66.
Like you, I've cut so many of those 289's you're going to believe in em. Probably the better of the SB engines really.
@@JohnH.-qp6fb charlesservedio@gmail.com
If possible send me some pics of these nods. Been thinking of chamber mods but compression is tough to get on a small engine. Thanks!
Stock e7 and 289 heads I’ve measured seem to come in at 125cc volume, and these seem to flow at a volume closer to 135-140cc… which means if they start out basically at GT40 3 bar size then I’m thinking they should be able to be ported to 155-160cc and flow that 250+ you were talking about.
Pretty cool stuff.
@@65mustang393 Stay tuned! We will find out!
If it's going to rev to 8-8,500 Helmholtz tuning starts becoming an issue, it's just on the cusp of the resonant zone of 9,300rpm. High revving engines want as much air as you can cram into them, valve lift will control air speed or rather becomes the limiting factor. On high rev 4 valve engines like the Hondas, the cylinder heads flow like 340cfm, way too much for the displacement, but they have like .220 lift, or the equivalent of ~.400 lift on a 2 valve engine. That's how they keep the air speeds high on the low cam.
Saw a real 289 Cobra that Peter Revson once drove , at auction about a half dozen years back . Bid went to :$-950,000 thou , in WV . Can't remember if the seller accepted or declined .
@@rolandtamaccio3285 I should have charged more for this job!!!! Thanks
The Combustion Chamber is rough looking. I would just remove the roughness on the combustion chamber and remove the CASTING flash and roughness but not a total clean up, just barely smooth and flow it again. I bet it will pick up more then you think. Your right, that exhaust valve size is too big for the 289. 1.58" to 1.60" would be max for me, Now? The intake valve? definitely 1.85" to 1.94" max. I think your gonna be proud after you do some of your tricks on these heads but not a all out full port workout. These heads I heard can make some big numbers if you do a real good full port job but for a bigger cubic inch engine. Good Luck Charles, I'm watching this series closely, I want you to show the world what you can do with Vintage Iron.
@@garykarenmcgruther6386 Valve sizes will be what they originally were from Ford. 1.875"/1.625"
Hey that engine masters 289 placed second behind a 390 i believe they were in the vintage class
@@taylormayberry4826 They did well.
Another good video!
@@65mustang393 Thanks! Stay tuned!
Is it my imagination or do those chambers have a super rough texture?
@@cgarris8674 Very much so!
I've got about 3 dozen used Autolite #45s, I'll drop one in the mail for you, haha
@@samuelfreeman9518 Funny, I will need to find one in my junk pile or.....choke...buy one.
Wow, blows the E7 out of the water as a raw casting!
@@brokentoolgarage So would a 305 Chevy smog head....hahaha
@@servediocylinderheads also a 318 2bbl smog head lol. I think a slant 6 head also flows better
@brokentoolgarage Funny!
440 to 450 hp potential stock wow
@@No1414body We need to improve on that! Thanks
@servediocylinderheads pretty easy from what I've seen, the bowl on the exhaust looks horrible and the intake is not much better
Those heads are screaming for some 1.94 intakes.
Looks like a full on robot chubby.
@@psychoholicslag4801 Robot chubby?
Those heads aren't even set up for unleaded fuel
@@johnriparetti9007 Unleaded fuel.....ok, one more time. Hardened seats are needed when the guides are an issue. If guides are correct clearance they will not wear and iron seat. Thanks
@servediocylinderheads the guides have nothing to do with the head accepting unleaded fuel