is it adjustable or non if so you might have one to long

Check valve heith conpaired to outher ones

C1= 1961 design
C2 = 1962 design
C4 = 1964 design

Be sure to use a matched pair of heads. These early heads will work fine on later FE engines.

Royce

n/m

It's bore x bore x stroke x number of cylinders divided by .7854

There are also abundant Internet sites that have automotive formulas that perform the calaculation for you. Just use your search engine.

http://jcoconsulting.com/ForumFE/reply.aspx?ID=35467&Reply=35467

If you are running thru mufflers, go with the short headers. You will not notice any difference in power but you will see a difference in weight at the front of the car. Drag racing theory says 100 lbs of weight added equals one tenth second slower on a 1/4 mile.

You will also recover more money when you sell the long cast iron headers. And don't worry about looks because both look good on an FE.

Steve,what year car are you going to be putting them in?Also does the car have powersteering and do you want to keep it?

The car is currently no P.S. or brakes. Iwould like to convert to P.S. so the shorties are desirable. On that note, looks like the longer units will be for sale. Does any one know what the the long units originally came off of?
C2AE-8480-B Right
C3AE-9491-D Left

Steve,
Do you still have a set of cast iron 427 headers for sale? If so, please advise price and condition. Thanks,
Jim
jthomas427@sbcglobal.net

I'd almost like to give that a shot

http://www.barrygrant.com/images/bgfuel/catalog/63_r1_c1.jpg

Best of both. Looks and mounts like a carb.

you could always check out a megasquirt system... if you are well versed enough with electronics and soldering to put it together, it is a great system... that, and you could go with TBI, or multiport depending how much work you're willing to put into an intake...

Thanks for the ideas guys. I'm really leaning towards tpi and modding an intake and some fuel rail pieces from a 460 I was measuring today. Big thing will be getting the fuel curve right with correct size injector. I like the idea of building the mega squirt, it looks as programmible as the holley commander and the price $120 vs $600.
I hope every one here gets a chance to check on the web sights mentioned in the posts above, some good food for thought if nothing else.

http://www.bgsoflex.com/megasquirtright.html

http://www.barrygrant.com/bgfuel/default.aspx?page=63

I have a multiport EFI conversion on my 428 CJ engine. I used single plane Dove intake, and had the guys at Wilson weld on the injector bungs and mount the fuel rails.

The throttle body in an older DFI piece. The injectors are 36 lb. Bosch (from a 3.8L Super Coupe I think). The electronics are from F.A.S.T. - - formerly Speed-Pro in Brighton, MI. Fuel pump and regulator are Aeromotive.

In the past, the best this 3600 pound street car ran was 11.27 at 120 MPH w/o nitrous. After a week or two of laptop tweaking, we took the same package except for the EFI out to Milan and ran 11.10 @121MPH. The car runs, starts, and drive much nicer - - you would never know that it has a .680 lift solid roller cam in it.

The conversion was both time consuming and expensive - - but I would do it again. The results are worth the effort.

You can mount it in a fixture and insert either a FORD Special Service Tool or cutoff axle shaft and turn the axle gear with a direct reading torque wrench and record the break away and continuous turn torque values.

You can even do it on the car. It is explained fully in any 1960s/1970s shop manual.

There was a C (hydraulic) and a D (solid).

if it was a 4V, it would have been about 320 I believe. That is a gross HP figure. I love old FE,s however, a built 351C is a good engine to build and will make every bit as much HP as a 390, if not more.