Interesting and rare heads you're working with there, Charles! Of course, the bane of the small-block Ford has always been the factory production cylinder heads. When getting the most from factory-produced Windsor cast iron heads I've had the best actual on-track performance results with C9 351 Windsor heads. Granted, the exhaust ports needed much work given the intrusive "emissions bump" and small size. I would raise the ports slightly and oval them out. The roof would be wider than the floor. The line of sight to the underside of the valve head would be much improved. With the right approach to opening them up along with larger valves, cleaning up the throats, deshrouding the chambers, getting rid of the spark plug bump, and slightly raised and enhanced intake ports the heads worked amazingly well with up to around 400 c.i.d. engines. We won many N/A races using heads like these in the N.H.R.A. and on the street against formidable competition. I've been building and modifying Ford engines for nearly fifty-five years. In the early days, we had few alternate choices for cylinder heads. These days, the story is much different.
@@servediocylinderheads Charles, you're limited by Ford's design and your customer's vision. You're doing fine given those restrictions. Your approach needs to be different than most of what I ran through the years. The proof of your work along with the overall engine and vehicle combination will be not just flow bench numbers attained but with vehicle performance. You are dealing with a smaller engine and targeting more r.p.m. than my Windsor stuff. As an example, I'm currently running a pair of my original C9 351W cylinder heads on my original (now .030 over) 351W engine in my original 1969 Mach 1 street car which is an eleven-second quarter-mile beast. 357 engine, pump gas, 10.2:1 c.r. , reasonable hyd. flat-tappet cam w/ 14" vacuum @ idle, 3600 lbs. and 3-speed automatic. The heads flow 230@28" .500 lift intake and 185@28" .500 lift exhaust. I made specific enhancements to encourage swirl; especially helpful on dual-purpose street/strip applications. Early C90X Ford Musclepart dual plane aluminum manifold port matched to upper head port. Side and lower port dimensions untouched to counter reversion. 800 d.p. Holley. Throttle response immediate. Scary torque and power from idle through just over 6000 r.p.m. I ran mid to low thirteens with this car in NHRA L/SA in '70-'72. Best I can say by way of comparison, since the headwork, the car pulls better than my 428CJ Mustang! I'll be following your work, as always. Much more satisfying than bolting on a set of aftermarket heads. Keep it up!
I respect the deep dive into your process. Many experts would not share this kind of information. I am about to do basic work on some mopar 318 heads and found your videos, but now I am watching your progress on everything I guess. Thank you.
Back in the day, from what I can find, the 289 powered MK I had 390 HP @ 7000 rpm. Even if your heads were equivalent, better cam lobes, valve springs, and lighter rotating assemblies should increase RPM capabilities. I dont know what kind of oiling system they had then, but there are so many ways to improve RPM beyond head flow that when you DO improve head flow, seems like you set the stage for everything to be better. But, again....if it is a road race engine, power bands and torque might factor in more heavily than peak power.
What happens to flow if you fill in the exhaust floor? Then get an exhaust flange and weld tabs that go into the port. Like Cleveland intake port floor fillers but on the exhaust side.
@@servediocylinderheads I'm not sure on that, If you raise the floor up but shrinking the port at the same time? Shape is king in gaining speed. I would clay up to the top of that Pump you mentioned and flow it, then add more clay to see where it goes. That exhaust is big and the exhaust valve is really big.
Looking at the flow spray pattern? The vane needs to be moved more the Cylinder wall side like an LS AFR head has. Looks like you targeted the air/fuel mixture to tight in one area. I needs to be spread apart. Flow Ball's and Flow flag you made will tell you where you need to go and a 0.035" Mig welding wire straighten out about 10" long and one end hammered with Ball Peen hammer to make a tiny spoon shape. That creates lift in air where its lazy at to see if it gains speed. Gotta Thank Joel A. Dubose on that one. That exhaust valve is gonna hurt this head in the end, I hate to say it. 1.62"? many don't think 0.020" will hurt but its sure does.
The GT40 289 HiPo? one was 325hp and one was 375hp. Both indeed used the Crane FireBall ported 289 HiPo K code cylinder heads and these. If I'm correct? the Cam was the biggest influencer not the heads. I would look into those Crane FireBall ported heads? They were not the best flowing heads at all but man they indeed make power. None of the ports was the same by the way. I'm not sure where I seen the article a guy found a original set and flowed them and he was like " what in the hell?" . Check you Private Messages
What are they doing with this engine? 292 & 8k RPM is a strange combination. I know ratios jump quickly but I bet opening that throat would give you some needed CFM
Interesting and rare heads you're working with there, Charles! Of course, the bane of the small-block Ford has always been the factory production cylinder heads. When getting the most from factory-produced Windsor cast iron heads I've had the best actual on-track performance results with C9 351 Windsor heads. Granted, the exhaust ports needed much work given the intrusive "emissions bump" and small size. I would raise the ports slightly and oval them out. The roof would be wider than the floor. The line of sight to the underside of the valve head would be much improved. With the right approach to opening them up along with larger valves, cleaning up the throats, deshrouding the chambers, getting rid of the spark plug bump, and slightly raised and enhanced intake ports the heads worked amazingly well with up to around 400 c.i.d. engines. We won many N/A races using heads like these in the N.H.R.A. and on the street against formidable competition. I've been building and modifying Ford engines for nearly fifty-five years. In the early days, we had few alternate choices for cylinder heads. These days, the story is much different.
@@billfioretti3013 Excellent! How am I doing?
@@servediocylinderheads Charles, you're limited by Ford's design and your customer's vision. You're doing fine given those restrictions. Your approach needs to be different than most of what I ran through the years. The proof of your work along with the overall engine and vehicle combination will be not just flow bench numbers attained but with vehicle performance. You are dealing with a smaller engine and targeting more r.p.m. than my Windsor stuff. As an example, I'm currently running a pair of my original C9 351W cylinder heads on my original (now .030 over) 351W engine in my original 1969 Mach 1 street car which is an eleven-second quarter-mile beast. 357 engine, pump gas, 10.2:1 c.r. , reasonable hyd. flat-tappet cam w/ 14" vacuum @ idle, 3600 lbs. and 3-speed automatic. The heads flow 230@28" .500 lift intake and 185@28" .500 lift exhaust. I made specific enhancements to encourage swirl; especially helpful on dual-purpose street/strip applications. Early C90X Ford Musclepart dual plane aluminum manifold port matched to upper head port. Side and lower port dimensions untouched to counter reversion. 800 d.p. Holley. Throttle response immediate. Scary torque and power from idle through just over 6000 r.p.m.
I ran mid to low thirteens with this car in NHRA L/SA in '70-'72.
Best I can say by way of comparison, since the headwork, the car pulls better than my 428CJ Mustang!
I'll be following your work, as always. Much more satisfying than bolting on a set of aftermarket heads. Keep it up!
@@billfioretti3013 Thanks! Fun? Questionable!
@@billfioretti3013 Big Mike has a 69 Mach he wants me to do up for him up north. It will be fun.
@@servediocylinderheads The early '69 heads are best to start with. Slightly more material, less chamber and spark plug bump than the '70s. Have fun!
I respect the deep dive into your process. Many experts would not share this kind of information. I am about to do basic work on some mopar 318 heads and found your videos, but now I am watching your progress on everything I guess. Thank you.
@@kimfixesthings Glad you like it and thanks.
Great work and video. Hitting 240 cfm is very impressive!
@@65mustang393 I appreciate that. Thanks
Awesome clinics usual. .can't wait to see what your thinking on the. Corrections
@@clarkmcmahan1595 Clinics?
Back in the day, from what I can find, the 289 powered MK I had 390 HP @ 7000 rpm. Even if your heads were equivalent, better cam lobes, valve springs, and lighter rotating assemblies should increase RPM capabilities. I dont know what kind of oiling system they had then, but there are so many ways to improve RPM beyond head flow that when you DO improve head flow, seems like you set the stage for everything to be better. But, again....if it is a road race engine, power bands and torque might factor in more heavily than peak power.
Excellent work
@@biastv1234 Slow and painful! Thanks
Brides of Chucky Evolve Into beauty Queens!
The valve guide boss work is pretty, pretty, pretty, Sir Charles:)
@@ElvinLeadfoot Pretty equals fast!!!
What happens to flow if you fill in the exhaust floor? Then get an exhaust flange and weld tabs that go into the port. Like Cleveland intake port floor fillers but on the exhaust side.
@@samuelfreeman9518 less speed differential from floor to roof.
They are working pretty well right now. Thanks
@@servediocylinderheads I'm not sure on that, If you raise the floor up but shrinking the port at the same time? Shape is king in gaining speed. I would clay up to the top of that Pump you mentioned and flow it, then add more clay to see where it goes. That exhaust is big and the exhaust valve is really big.
@@garykarenmcgruther6386 Customer stated no welding on brand new castings.... Thanks
I don't think it'll take more than a .600 cam, high RPM and all. This head will benefit a lot from a long duration intake cam.
Looking at the flow spray pattern? The vane needs to be moved more the Cylinder wall side like an LS AFR head has. Looks like you targeted the air/fuel mixture to tight in one area. I needs to be spread apart. Flow Ball's and Flow flag you made will tell you where you need to go and a 0.035" Mig welding wire straighten out about 10" long and one end hammered with Ball Peen hammer to make a tiny spoon shape. That creates lift in air where its lazy at to see if it gains speed. Gotta Thank Joel A. Dubose on that one. That exhaust valve is gonna hurt this head in the end, I hate to say it. 1.62"? many don't think 0.020" will hurt but its sure does.
@@garykarenmcgruther6386 Stay tuned. It all gets addressed in upcoming videos. Stay tuned.
That looks ok... You should have wider top and bottom cuts.... imo...
@@drcolster I never do a final valve job until porting is done. Thanks
@@servediocylinderheads Do You Agree ???
Nice gains! Do you have a video on bowl ratio?
@@brokentoolgarage Many. Thanks
It bumped up nicely, so what do you think is better for all out porting, E7TE or GT40?
@@lucascb750 Gt40 3 bar or Gt40p
E7's can come close but they are a ton of work.
With the head like you have it, I can easily see 440hp @ 7,600-7,800rpm with the right cam and the stock intake.
@@rolandotillit2867 Lots more work ahead! Thanks
The GT40 289 HiPo? one was 325hp and one was 375hp. Both indeed used the Crane FireBall ported 289 HiPo K code cylinder heads and these. If I'm correct? the Cam was the biggest influencer not the heads. I would look into those Crane FireBall ported heads? They were not the best flowing heads at all but man they indeed make power. None of the ports was the same by the way. I'm not sure where I seen the article a guy found a original set and flowed them and he was like " what in the hell?" . Check you Private Messages
@@garykarenmcgruther6386 No, this is for a 1966 GT40 race car all special Ford parts.
@@garykarenmcgruther6386 Thanks
What are they doing with this engine? 292 & 8k RPM is a strange combination. I know ratios jump quickly but I bet opening that throat would give you some needed CFM
@@jseal21 Road race 1966 Gt40 8500rpm. Ouch!
What do you want the air to do? Center or cylinder wall side?
@@rolandotillit2867 Flow more with better airspeeds!
If you're a reader, I have a book on GT40 history I'll lend to you. I'm just down the road in Sebastian.
@@williamsalati9851 Hmmmm.