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Original Message
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| RE: Okay Head Master |
| By Mike McQuesten - 12/15/2001 2:57:10 PM; IP 63.50.124.233 |
All emissions laws aside, although the NY/Calif. laws were interesting, I'd like to hopefully clarify a few things with regards to standard FE heads.
First, the 6049 # has to be a misprint, a typo or whatever the hell it was that you state some paper-pushing knotheads compiled and made look real official. I just have to wonder how many poor souls in the sixties used this very official looking FoMoCo publication as a resource then stood there scratching their heads in wonder about what heads they had on that FE in their '66/'67 vehicle? I'm glad I didn't have this book back then. Fortunately a friend gave it to me many years later. You're sure correct that every FE head I have stashed has the 6090 in the middle, if it has more than the basic C#AE-# at all.
Interesting note on that caption from the 1966 publication about the tri 2-V/dual 4-V kits not fitting C6AE-A - J heads. A FoMoCo publication, 1968, Hi-Per Parts, Special High Performance Parts for Ford 390,406,427 and 428 C.I.D. Engines, Vol. 69 MSD 6, states on page 34, that the three 2-V/Dual 4-V kits will fit any 1966-67 Ford Motor Company 390 and 428 CID engines. Okay paper pushing knotheads staring out one of the many windows of the Glass House. Why not take a little walk across the street there in Dearborn and actually talk to the boys in Engine Engineering?
Now, this morning I was motivated enough to go out and actually look at and measure a variety of heads and intake manifolds. I'm focusing on the intake ports today and not the exhaust ports. Not that there's anything wrong with looking at exhaust ports....I'm focused on induction for today.
I do hope Charles Crites is selling the correct headers to match whatever heads Travis is putting in that '62. Charles has always treated me decently on parts I've purchased from his company. I will admit that they've only been fiberglass parts but they've been good ones. As the founder/editor of the defunct Ford Performance Club of America, I always held him in high regard. He and his wife did a great job for free for many years.
Okay onto induction. Here's the facts:
C8AE-A 4V cast iron intake manifold - S-:
the port measures- 1 3/16"(1.19) X 1 3/4" (1.75).
C8AE-H cylinder head intake port measures:
1 3/8"(1.34) X 1 15/16"(1.94).
Isn't that a nice little match-up? No problems there. Good low end torque for hauling garbage in a pick-up truck.
C7ZX-A dual 4V aluminum intake, I think this is a '67 Shelby GT500 original, measures:
1 1/4" (1.25) X 2" height. Note that this is not just a re-pop of the '63-'64 low riser. Sorry, I haven't got a medium riser intake to measure but a Ford publication states that the port size of a C5AZ-G intake is 1.24 x 1.94. I measured the C7ZX Shelby very carefully and I don't think it has ever been cut. Looks original.
C7AE-A cylinder heads intake port measures:
1 5/16" (1.31) X 1 15/16" (1.94).
These heads are totally stock and the difference in port width from the C8AE-H head may just be....casting difference? They're basically the same.
So what I'm seeing is a slight mismatch there. The C7ZX intake has just a little larger runner port than than either of the C7/C8 heads. Not enough to worry about.
It does seem that this intake would be perfect for a large variety of FE cyliner heads from medium risers to most, even something like C1AE or COAE or whatever you have.
Now the old boys,
1961, Ford Tri Power intake ports(there is no part number on my intake but I know it came from a '61 390/401horse car).
1 1/8" (1.125) X 2 1/8" (2.125), long tall ones.
COAE-D cylinder heads, genuine 1960 High Performance 352 heads. Only thing that made them HP was a very small cc combustion chamber that with flat top '60 352 pistons bumped the CR up to 10.6:1.
1 3/8" (1.34) X 2 5/16" (2.3125). Nice match for the tri power intake.
So there you go. Maybe important maybe not. I do have a set of C6AE-Rs owed to me. I haven't got 'em yet but I trust my friend to come through since I gave him some D2Ts he needed.
My induciton questions are:
Won't the C6AE-Rs or better yet, a set of C6TE-Gs be a good set to "build" into pseudo C8OE-N heads? Don't these heads have the casting provisions for uni body exhaust manifolds especially the CJ ex. manifolds? And wouldn't the C6AE-Rs and C6TE-Gs make a nice match to my old '61 tri power?
The printer is on and ready to run.
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This thread, so far...
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