This is why I'm a huge fan of your TH-cam channel! It's not just someone's experiences from the past, it's proven, with numbers right here on the whiteboard! I have recommended your channel to all my Technicians and they love it! Thank you and God Bless!
I really enjoy your videos, I have learned so much. This video taught me something , my dad drag raced through out the 60s, he talked about porting the exhaust section of the Ford heads. He has told me many times the Ford guys would worry more about opening the exhaust side, than intake. Now I see they were right, thanks for the information.
Low riser were used on 58-66 FE... Standard head at that time. Medium risers/ Hi risers were a special 427 only head with bigger valves. Like 2.17/1.71s. Some C7s C8s and D2s are late car/ truck heads. Great vid. And good to know
Great explanation! Very easy to follow. Thanks for posting and sharing. I'm getting a 390fe myself for a '56 Ford Customline and looking around for the right heads / long block to rebuild.
On a FE. Anything past 71%. Intake to exhaust. Ratio. Will have very little gain in power. The C4. Lowriser head will trounce the C8 head. If mid to upper rpm power is your goal
C6AE-R heads are the best factory standard cast iron heads Ive used . Ported C6AE-R heads I have not used but ported C4s are definitely power makers . I have used some a couple different times. Ported C8AE-H heads are also great if done correctly. I am going to port my C6 heads and see how they do. I think they will be really good
EXCELLENT INFO...THANKS...I WAS AT HOTROD U for Harley-Davidson PHD training in philly I toured the COMP ENGINE area in 2006...I had long hair and black shirt on! BEAUTIFUL CENTER
No they are not. The C8AE-H is a smog head. They are not a performance head by any stretch of the imagination. The 58-66 Tall Port heads are made for performance. The 428 CJ copied the early heads, and they put 2.09/1.65 valves in them. The 428 CJ made the same power as the LR 427. Your test is wrong. The C8AE is not a Medium Riser. It is a small Low Riser intake. The C4AE head will make 1.5 hp per cubic inch. The C8 is made for smog regulations that were coming.
I watch your videos and enjoy them and learn from them. I do want to point out measuring the intake and exhaust port flow using the same pressure differential isn't reprsentative. ALL engines have smaller exhaust valves/ports that their respective intakes, since more pressure is available on the exhaust event, the result of heated gases in a closed chamber. While the intake flow can only see atmospheric pressure differential (14.7 psia, 70F), the exhaust side has much more pressure available as the exhaust gases are in the 1000 F range. These heated gases exert much greater pressure during the exhaust event. The analysis is only representative when the exhaust flow has decayed to atmospheric pressure. A better apples to apples flow test would be to flow the intake at 28 inches or 13.75 psi, as is customary and the exhaust closer to 40 psi, the pressure of the gases when heated to 1000F.
Very informative video. the C8 head is actually the medium riser head. The C4AE head is the low riser. The Ford nomenclature refers to the intake manifold, not port design.
What an excellent video. Thank you! I'm kind of an old Ford truck freak, and I have a 1959 F250 for my next project. I have two motors that I can put in it. One is a 300 straight 6 with a manual five speed (not the strongest tyranny ever made, but the motor is in excellent condition). The other is a 361 with a manual 4 speed out of a B600. It also is a good engine and trans but needs a small amount of work. Tough decision. Lol.
C8 are 1968 year model. They didn’t make 352’s in 68 as far as I know. I had some 61 352 police interceptor heads and they had really nice quench chambers and small high velocity ports.
Nice job professor...I actually understood that whole thing..LOL! As a diesel mechanic for a living but a hot rod guy as a hobby all of your knowledge is invaluable...love it man..keep it coming and I'll keep being a student!
Also I would use a 2.09" intake valve with a 1.66" exhaust valve using 11/32" stems that way the original guides can have bronze sleeves installed. The larger valves with the correct valve job, bowl and short turn blend should increase flow 20 to 40 cfm, just be sure the valve reliefs in the piston will clear the larger valves along with the correct retainers and keepers for the 11/32 stem valves.
I love this. It gave me information I can thoroughly use in my FE build. Trick flow heads yeild me the potential of a 500 horsepower head. I’m curious to see the power my engine will put out when completely done. Current estimated compression with .027 head gasket is roughly 9:1 ...
I have 2 390 stock engines I have ran both in my 1972 f-100 truck and i'm running the one with the c8aeh heads now and it has more horsepower torque for sure. My Brother has a 410 fe out of a Mercury in his 1971 f-250 3/4 ton pickup.
Last time I built an FE was 1984. I punched it out 30 over and swapped out the intake from 2 barrel to 4 barrel. Then put the engine in a dump truck. I then built a 360 FE to put in my F100 pickup truck.
Really good analysis. This answered a lot of questions I've had concerning int/exh numbers. Is the pressure differential between intake/exhaust figured into this or is it immaterial? How do the CJ heads compare in HP? I know they wouldn't be "torquers" for a truck motor but I'm just wondering. I've ridden in Mustangs with the CJ motors and they made serious power. I would assume that they had much better intakes, too. Good video! Nice equipement you've got there.
427 Medium riser and 390GT heads both have smaller ports than the 427 low riser and regular truck heads and smaller than CJ heads which are similar to a 427 low riser. The smaller port heads have a raised floor and roof is same height and the smaller port GT and 427medium riser heads flow more efficiently. The only heads referred to as low riser or medium riser are 427 heads. Not really sure where you’re getting your low and medium riser reference from. 428 CJ heads are very similar to 427 Low riser heads. You are correct that the smaller port heads especially when ported are ideal for a 390 performance build because of the better velocity.
I'm not up on Ford Motors, but a friend of mine had what he called a side oiler. The main oil gallery ran down the left oil pan rail, and fed each main from the side. Big block Chevys did this also, as opposed to the small block oiling the cam first, then feeding the mains. Did the 352, 360, 390 also side oil. i forgot about 331,361, and 391.
Where were you 20 years ago when I was building old iron and more specifically, an FE for my old 71 F250 high boy. That engine was a beast.. it also caught fire with me in the engine bay.
@@Myvintageiron7512 We use to just put these in & never looked at them, went with what we had, these old 352 were just that to us, one & the same never looked at these as anything but Old engine. we were all just making a living back 40 years ago. Today all the young people looking for the old engines to make 428s & look for the old sand shakers, hot rides, no A/C, rattle, missing & backfire cars sold for 500.00 or less Mustang, Supper Bs, Chargers, Dime a dozen. Could have bought 65 Mustang fastback black with 4 speed for 350.00 in high school & pass because the engine was bad, they had 302 Boss in Newspaper add for 3.200 & 429 Boss for 4.200 & that was the high end back 1976. But working for 75 cent's or a good job that paid 2.50 cents' hour back then you bought a house for 4000.00 & left these alone
I remember one of the old Edelbrock catalogs had an FE intake that had a disclaimer that said it wouldn't fit certain years of 390 GT heads. (66-68?) It might have been a Edelbrock Streetmaster intake, which had smaller than usual ports and / or runners, but I'm not sure. It might have been the regular old high rise intake, but I don't remember the exact range of 390 GT heads they mentioned.(68-70?)
You my friend are a bank of knowledge. I am 16 years old and I know I need to rebuild my 390 within the next year, but I am not sure if and will it will happen. The motor is an all original 1964 390 fe thats in my 1964 Mercury Montclair. Ive checked all the castings and the block and heads are from 64 but the exhaust manifolds are from 1963.....interesting. Anyways, the reason its gonna need a rebuild is theres something going on in cylinder 5 . I'm not sure if it has broken rings, low compression, or what, but it is what it is. The engine sometimes runs on all 8 cylinders but at most times it runs good on all cylinders except cylinder 5....I'm just not sure whats going on with it. I have videos of my car up on my channel if you are interested. Maybe you can help me figure out whats wrong.
That’s a hot setup for the street. I had a 428CJ with 3x2 intake from a 406 in my 68 falcon. It was a beast. The optional CJ cam was a good match for this engine with 520 lift and 300 degrees it was good for 7000+ on the big engine and made well over 500hp.
Hello from Germany. I want to say. Thank you for your very good videos. Very interesting and very well explained. I am not a pro, driving a 63 Galaxie 500 with 390 FE. I need to overhaul the engine. He has blow by and makes after some time of driving when engine is hot. It makes noise from the lifters. Think it is losing oil pressure somewhere in the engine. Also loses a lot of oil at rear main seal. I want to keep as much original as possible for cost reasons. Intake, heads, 4100 carburetor etc. But have now decided to convert it to roller cam. Not because of more power, just for safety reasons. One hears unfortunately ever more frequently of failures with Flat tappet. I drive the Galaxie only on weekends, leisurely across the country. What kind of camshaft profile would be good for me ?
Honestly, I'd have to see dyno tests to support those numbers. I like math, but, as you said, there are a ton of other factors involved. Not the least of which is the fact that the exhaust has a MUCH easier time flowing since it is under much higher pressure. A flowbench doesn't really reflect the actual flow on the exhaust side. How much do you get for a pair of heads? Not sure what ones I need yet. But I really don't want aluminum and I don't know if the stock heads on my 352 will handle a stroker kit and upgrades to get in the 500-pony range.
@Cam montreuil engines Yeah, there's a lot of voodoo going on inside an engine. I'm not convinced we even know all the factors involved- much less have any control over them. Maybe plug indexing really does make a difference. Maybe the different lengths and shapes of the intake runners effects the homogeneity of the charge in the chamber. Add up enough of these "irrelevant" differences and it could give you a couple weak cylinders. It would be fun to see a test with a handful of identical engines to see how much variation there was between them.
I stand to be corrected but what I’ve found on cars with the C8AE-H heads over and over is the incorrect header choice! Only one header manufacture I’m aware of makes a specific C8 header which has almost a quarter inch lower exhaust port floor then the C4 exhaust port floor! This causes a port to header mismatch up to that 1/4” yet header manufactures tell you their header will fit which it does but won’t port match! FPA makes a specific tri-Y header that is specific to the C8AE-H head! I say this assuming the C8 head tested in this video is the C8AE-H GT head?
Any chance you know who did the machine work? I'm here in Phoenix too and will be looking for a quality, honest machine shop soon. Thanks. Also thanks for all the videos. They've helped to fill in holes here and there in my knowledge of sbc engines.
So you have a larger volume port with a larger diameter valve that will not flow as much air as the low rise head. I imagine the reason would be that the larger port requires more of a bend, the path the air travels is not as straight.
Also it has allot to do with the larger port being less of a restriction so the velocity of the air is lower at lower valve lifts and RPM's a Good example is a Big block Chevy oval port and square port the square port head is a much larger port but the Oval port makes more TQ and HP up to about 6000 RPM after 6K the square port kills it but the oval port actually has more useable power in a wider RPM range it's not really feasible to spin your BB up above 6K everywhere you go just to get into the working HP range of your heads that are way too big and should really only be on a race car
@@Myvintageiron7512 In the mid 60s I there were magazine articles that said the standard 390 low rise head wasn't even a good street part. I wondered about that. Those heads were on the 1960 solid lifter 352 that made a little more hp than the hottest Chevy 348 and Mopar 361 both of which had larger ports and valves. The Chevy's dominated the drag strips because along with Pontiac, they were the only cars offering 4 speeds until 1962. Yeah I've been around awhile, LOL.
Have you ever flowed a set of EDG-E ('58 352HP with machined combustion chamber) heads? When I got them I was told they had ports similar to the C8 heads but have not found any info on them. edit - Oops, never mind. Went to measure the heads and when I cleaned the casting number I found it was EDC-E. Searching with the correct number came up with a lot of info. Basically medium riser ports with smaller valves.
The EDC heads were used in Edsels, I always just called them "Edsel Heads". They are very similar to the later 427 heads, and the only non 427 heads with machined chambers. They had smaller valves because they fit on a 4" bore block. I used to work for a guy (he was Parnelli Jones' crew chief in the late '50s, stock cars}. In the 70s he liked to build 390s with the EDC heads and the 428 police manifold for guys in the intermediate stock car classes. This combination was the best to get off the corner. I had one of these setups, a 352, in a Hobby Stock class I raced in in 1974. I wasn't so impressed with it, but I did have to run against 327 Chevelles, not a fair fight. 25 years ago I built something similar for a F350 flatbed work truck. I used a .060 over 390 block with a Merc. 410 crank. Gave me 418 CI. I used some 390 GT heads, ports about the size of a Med. Riser. I'm an old guy I use terminology from when these engines were made. I used a Edlebrock small port intake with about a Holley 390 carb. I was aiming for a super low end torque setup similar to the 428 CJ. It worked very well in that 7000 lb truck. I could drive in the city, make a sharp right turn at an intersection and never take it out of high gear.
Let's say you put Edelbrock Performer RPM heads p/n 60069 with 270 int. flow and 200 exh flow at .600 lift on a Ford 390, you run all the equations and you come up with 415 hp. Now put these heads on a 445 stroker. Both engines having the same compression ratio, same cam. How much should the hp increase from the cubic inch increase?
Let me start off by making a disclaimer. i dont do check ups before I say something which is prolly dumb but challenging for sure. Im at least your age so I wont explain the memory thing. I forgot anyway. As for the heads. I may know a little sumpin about them. I grew up in Dearborn Mi. 96% of my family worked at Ford, and the bow ties were not even allowed to park in our drive way. And that is true. So I messed with an FE or 2. Our basement was (and not exaggerating) half full of 427 high riser heads manifolds, both 2 and single carb appls. We had boxes and boxes of Lemans cap screw rods, steel cranks, and cross bolt blocks all over. So i'll throw my .02 in on this and hopefully bring some light to the topic if for nothing else to confuse some of you even more. Brandon down there farther on this page is partially right. You have your ref to the low and med riser heads backwards to be simple. Low risers came out early then the med and High just after. But im going to try and stay on track to keep the typing down. You have to remember the FE was FoMoCos mule for everything. and they had so many bore and stroke combos with them it would make you dizzy. And that many different head combos to. As i know it, the first hipo version of the FE was in the 1961 Starliner. And this is where I may be wrong but as you'll see in a sec its trivial to the point. I know they had the 390 hipo that was offered with tri power in 61 and it was rated at 401 hp (i think.) Anyway that was a version in casting form that continued in some way for a few years but not right after the motor wasnt offered any more if that makes sense. Now this is what I am to know. fact or not ?? Never was able to confirm or disprove a lot of the things "I know" As I understand it the only Low Riser head is as follows. C3 number only. Not C2 Not C4 the casting were not the same that I do know. They made other C3 castings as well but the low risers were not the same and did not ever carry a C4 number That I do know for sure. the real Low Riser heads only came with the C3 number, they had huge 2.125 tall intake ports, intake valves were 2.19 ex 1.88 sodium filled. chamber size 72cc(i think) and you knew you had a correct set because they had a big "H" stamped right on the outside of the exhaust on the top of the flange. Thats why in the video our mans says people say the low risers heads are the best. That is a fact. They make super big power. They out flow everything else Ford ever made except the High risers. they were 3 times the super cj head was those C8s you have in the video those are cj heads. the 1 st year for the 428m cj ...? ahh C8 you follow? The 390 gt motor used 28 cj heads and were then revised to be CJ heads when the GT became no more. valve size and all. The 28 had a long arm and didnt like rpm hence small port small chamber head. with adj rocker arms. Only 427 had the large 7/16 adjustables all the other had 3/8 except the 427 hydraulic motor in 67 they had non adj. rocker arms. So the first version of the 390 hipo head used on the 61 Starliner was still in the mix all the was through 1970. It became the 390 PI head in 62 and 3 still with adjustable rockers due to the PI having solid cam, then the 390 gt 4bbl head, without adj rockers, then the cj head in 67 and went through 3 revisions only in chamber size and valve size (very minor as i recall) but port configuration was still the same. In the early for ss mustangs they got adj. rockers again big valves and small chambers. so for the most part they had just 3 heads that made good power in certain areas. if you dont count the high riser. and most dont because the were not ever offered to the public. the real low riser heads are here th-cam.com/video/Y8GreAEqkio/w-d-xo.html
I hate to call you out on this, but I believe there is a slight problem with your math. If you take the flow numbers for a Ford 289 HiPo cylinder head (from Stan Weiss' flow charts - 177 Intake / 125 Exhaust), those cylinder heads would have only been able to produce about 258 HP. Ford advertised the 289 HiPo @ 271 HP and the Shelby version @ 306. This was also confirmed by Richard Holdener, where he built and dynoed both versions and got within just a couple ponies of the advertised numbers. Being a Ford guy and racer, I am very well aware of the restrictive numbers on the exhaust side of Windsor Heads, but yet, they still work. Can you explain ?
The math is correct for getting the base HP capability's of a cylinder head, there are other factors that come into play like cam profile, compression ratio, intake and exhaust systems that can improve the base HP numbers the flow bench does not factor in these things I also have a super flow bench and I assure you his math is correct it comes direct from super flow
my car came with C8 heads on a 68 engine. the book says CAR IS 11:1, and I was considering just having the shoulder taken out of the exhaust ports. I figured I'd make plenty of power for the street withe a mild street cam and carb and intake on this little 390. if that's not enough id spend the money on a stroker kit from Survival Motorsports. this will never see the track and it has 3.08 gears on a 3800lb car. I have an eating posi ready just in case.
This was interesting but not totally surprising. Ford did so much testing and advancing power and torque as they kept developing the FE engines through the 60’s. A C4 designates a 1964 casting and a C8 indicates a 1968 casting. That’s 4 years of advancement in Ford technology
Cutting the shrouding from around the exhaust valve in the combustion chamber will do wonders for a C4 head. This stuff aint rocket science. Just open the exhaust ports to match the gaskets and smooth out the transition and bowls. Go slow and check the volume. A few hours of patient grinding (make some profile templates) will buy a bunch of hp.
how do you see a lowriser heads compared to Edelbrock Performer heads are the Edelbrock really worth the money how much more horse will they make over the C8 low risers
I found your video very informative and educational. I have a 390 engine and debating as to have the heads looked at since I mam have problems starting the engine. Keep up the great videos.
Did you drill through the block with a 3/8ths drill brit from the oil pump hole to the filter housing mount? I have done this on the last 2 builds with my 428 stroker engines. Great info on the heads btw..thanks..I built a 390 with a 428 stroker crank and the pistons are 21 thousandths out of the bores and I'm running mls head gaskets to make it work ..I'm running mild ported c8 heads ..what head would recommend and far as iron production for my engine?
James T43 I would like to tell you that the the oiling mod. you are talking about uses a 7/16 bit not 3/8. Also need to get the high performance oil filter adapter with the large passages. These came on 427s and 406s. I think you can purchase them aftermarket now.
Same principles on Harley Sportster motors. The 883 heads flow better than the 1200 heads so guys who jugged an 883 out too a 1200 and used the 883 heads made much better power than guys with stock 1200's. As far as hp in Sportster motors goe's it's better too punch an 883 out too a 1200 than actually buy a 1200.
C8 or C4 has nothing to do with Port size they have to do with the year the heads were cast. You can get a c8 with small Port medium ports even the rare large ports
Hey, I know this is an old video, but can a good machinist make a stock fe head flow better than an aftermarket aluminum head? I'm looking to upgrade my dad's old 390 flat tappet engine to a a hydraulic roller setup. I planned on aluminum heads + machining but wonder if I can save some $'s by shipping the iron heads off to a skilled machinist.
The ,360. Is a low compression motor the exhaust port is more then adequate for this motor. The best way to increase power with a 360 is to get a Edelbrock street master intake manifold one that has not been ported any porting to it will kill port gas speed it is a very hi velosity intake none better for a 360 -352-390-428 in stock or mild build. The next thing is to recurve the distributor mechanical advanced. To only 9 to 10 degree s of advance. This motor has no quench. So it has a unusual timing requirement up to 23 degree s of initial timing. No more than 32 degree s of total timing. This will wake up a 360. For best power and fuel mileage. Don't worry about changing valve s.
I'll call you the Ford Guy! My 64 Galaxie has a (original w/ RV cam) 390 4 bbl carb and I rebuilt it. It runs great but I didn't put hardened valve seals in the heads. I have been buying lead additive for it. A machine shop told me I didn't need hardened valve seals because todays gas won't hurt the engine. Can I get your opinion? Thanks
Other channel has done a video where they push an FE to 445 cubic inches. I've heard that you can take a 428 CJ block and put in a 427 Le Mans style crank and get 454.
Just a long shot here. I'm looking for a valley tray oil splash guard for a 390 fe. Just checking cause I seen you had the heads available. Please let me know if you have one for sale.
I had a flow bench and was trained by a older man that did it for 30 years how to port heads and use the bench and I was wondering why you aren't using a contoured intake port opening attachment?? The reason is the right angle sharp edges of the intake port opening are a restriction because they cause turbulence in the air entering the port and lower the flow bench readings which is not a accurate flow rating of the intake port itself. In the real world you have a intake manifold attached and carburetor on top which the carburetor has contoured radius to enhance airflow. Just curious??
By the way how much more power will I gain if I use a Holley 500 cfm two barrel and add headers. I'm not looking for a whole lot more like most are just a significant improvement over the stock anemic setup. My stock two barrel is only 351 cfm
I have a 1969 Ford f250 camper special with a FE 390, with cylinder heads casting numbers D2TEAA can you tell me all the stock specs on these castings like valve size, exhaust port height and width dimensions, the exhaust manifold gasket that fits the port the best, because I'm going to build a custom set of headers for it because there are no off the shelf headers that will fit the stock starter on the passenger side and the saginaw steering box on the driverside. This info will be very helpful for me, thanks. Mark.
Thanks for your reply, but that still dose not answer the questions so I will ask again. What dimension height and width is the exhaust port (actual measurements)? Can you find the same casting number (D2TEAA) in your awesome collection of heads and measure this for me? The reason for this is I'm having to make a flange that fits the exhaust port and 1 3/4" tube size better than the generic sized header type. I have noticed that when fitting the 1 3/4" tube to the generic oversize flange rectangle shape opening, there is a considerable gap in each corner to fill in with weld. I would rather make those corners more rounded which would fit the tube much better and require much less pounding and welding the corners to make it fit the flange and seal the header. To demonstrate what I mean click on this link of a Sanderson header for the Ford FE then click the magnifying icon to get a close up of the corners of the exhaust manifold flange where the 1 3/4" tube fits the flange, you will notice the gap in the corners where they tried to fit the tube then filled it with weld. I think their is a better way to do this by making the flange opening more rounded in the corners. www.sandersonheaders.com/sanderson-ff391-header-set-for-ford-fe-engines.html
This is why I'm a huge fan of your TH-cam channel! It's not just someone's experiences from the past, it's proven, with numbers right here on the whiteboard! I have recommended your channel to all my Technicians and they love it! Thank you and God Bless!
I really enjoy your videos, I have learned so much. This video taught me something , my dad drag raced through out the 60s, he talked about porting the exhaust section of the Ford heads. He has told me many times the Ford guys would worry more about opening the exhaust side, than intake. Now I see they were right, thanks for the information.
Yep they were on to something
Low riser were used on 58-66 FE... Standard head at that time.
Medium risers/ Hi risers were a special 427 only head with bigger valves. Like 2.17/1.71s.
Some C7s C8s and D2s are late car/ truck heads.
Great vid. And good to know
Also the C6AE-R was used in 66&67 sometimes
The 427 also had a low riser head. But not the same port size as the low riser 68 head.
Great explanation! Very easy to follow. Thanks for posting and sharing. I'm getting a 390fe myself for a '56 Ford Customline and looking around for the right heads / long block to rebuild.
Trick flow makes the best head for the fe engines, massive flow numbers. The engine needs bug cubic inches for these heads.
Great information. It's one thing to "Talk" flow, a whole other thing to actually do the testing.
This is an awesome video, you make things so easy to understand. Thanks for the excellent content.
On a FE. Anything past 71%. Intake to exhaust. Ratio. Will have very little gain in power. The C4. Lowriser head will trounce the C8 head. If mid to upper rpm power is your goal
i agree
What about 1959 332cu in head for torque at lower RPM small ports & valves my 410fe is not going to rev past 4500rpm
i am impressed with your ford collection. yes sir. thanks for the information as well.
C6AE-R heads are the best factory standard cast iron heads Ive used . Ported C6AE-R heads I have not used but ported C4s are definitely power makers . I have used some a couple different times. Ported C8AE-H heads are also great if done correctly. I am going to port my C6 heads and see how they do. I think they will be really good
I am taking my c8ae-h heads in to get ported, is there anything that I should have the guy focus on or to look out for? Bigger valves?
very nice and in depth man i love it ill keep my c8 head in my 67 f100 keep up the good work sir
EXCELLENT INFO...THANKS...I WAS AT HOTROD U for Harley-Davidson PHD training in philly I toured the COMP ENGINE area in 2006...I had long hair and black shirt on! BEAUTIFUL CENTER
Thanks for posting this! Makes me feel much better about the C8 heads on my stock 68 390 Mustang GT.
Honestly I have been running a 60 over 390 for my 428 stroker engine for 7 years now and it has never ran hot at all.
What is a "60 over 390 for your 428 stroker"? A .060 over 390 is not a stroker 428? A .060 over 390 is a 401.
@@jesseduke694 I put a 428 crank in it on a 4.11 bore.
@@jamest4363 oh I got it now. Ya, that would be about a 422.
C4AE are of the tall port/ low riser configuration. The C8AE are of the medium riser configuration.
No they are not. The C8AE-H is a smog head. They are not a performance head by any stretch of the imagination. The 58-66 Tall Port heads are made for performance. The 428 CJ copied the early heads, and they put 2.09/1.65 valves in them. The 428 CJ made the same power as the LR 427. Your test is wrong. The C8AE is not a Medium Riser. It is a small Low Riser intake. The C4AE head will make 1.5 hp per cubic inch. The C8 is made for smog regulations that were coming.
I watch your videos and enjoy them and learn from them. I do want to point out measuring the intake and exhaust port flow using the same pressure differential isn't reprsentative. ALL engines have smaller exhaust valves/ports that their respective intakes, since more pressure is available on the exhaust event, the result of heated gases in a closed chamber. While the intake flow can only see atmospheric pressure differential (14.7 psia, 70F), the exhaust side has much more pressure available as the exhaust gases are in the 1000 F range. These heated gases exert much greater pressure during the exhaust event. The analysis is only representative when the exhaust flow has decayed to atmospheric pressure. A better apples to apples flow test would be to flow the intake at 28 inches or 13.75 psi, as is customary and the exhaust closer to 40 psi, the pressure of the gases when heated to 1000F.
Very informative video. the C8 head is actually the medium riser head. The C4AE head is the low riser. The Ford nomenclature refers to the intake manifold, not port design.
Yes you are correct I reversed it in the video
That changes everything about the video.reading this after the fact.
What an excellent video. Thank you! I'm kind of an old Ford truck freak, and I have a 1959 F250 for my next project. I have two motors that I can put in it. One is a 300 straight 6 with a manual five speed (not the strongest tyranny ever made, but the motor is in excellent condition). The other is a 361 with a manual 4 speed out of a B600. It also is a good engine and trans but needs a small amount of work. Tough decision. Lol.
Which did you choose?
The c8ae is a 352,390, head. The 352 high performance head has the best factory combustion chamber
C8 are 1968 year model. They didn’t make 352’s in 68 as far as I know. I had some 61 352 police interceptor heads and they had really nice quench chambers and small high velocity ports.
Nice job professor...I actually understood that whole thing..LOL! As a diesel mechanic for a living but a hot rod guy as a hobby all of your knowledge is invaluable...love it man..keep it coming and I'll keep being a student!
Also I would use a 2.09" intake valve with a 1.66" exhaust valve using 11/32" stems that way the original guides can have bronze sleeves installed. The larger valves with the correct valve job, bowl and short turn blend should increase flow 20 to 40 cfm, just be sure the valve reliefs in the piston will clear the larger valves along with the correct retainers and keepers for the 11/32 stem valves.
Great info and great teacher!
I love this. It gave me information I can thoroughly use in my FE build. Trick flow heads yeild me the potential of a 500 horsepower head. I’m curious to see the power my engine will put out when completely done. Current estimated compression with .027 head gasket is roughly 9:1 ...
Great comparison. I wonder if there are hp gains to be made by porting the C8AE exhaust heads.
I have 2 390 stock engines I have ran both in my 1972 f-100 truck and i'm running the one with the c8aeh heads now and it has more horsepower torque for sure. My Brother has a 410 fe out of a Mercury in his 1971 f-250 3/4 ton pickup.
Last time I built an FE was 1984. I punched it out 30 over and swapped out the intake from 2 barrel to 4 barrel. Then put the engine in a dump truck. I then built a 360 FE to put in my F100 pickup truck.
Really good analysis. This answered a lot of questions I've had concerning int/exh numbers. Is the pressure differential between intake/exhaust figured into this or is it immaterial? How do the CJ heads compare in HP? I know they wouldn't be "torquers" for a truck motor but I'm just wondering. I've ridden in Mustangs with the CJ motors and they made serious power. I would assume that they had much better intakes, too. Good video! Nice equipement you've got there.
Great explanation! Nice job!
427 Medium riser and 390GT heads both have smaller ports than the 427 low riser and regular truck heads and smaller than CJ heads which are similar to a 427 low riser. The smaller port heads have a raised floor and roof is same height and the smaller port GT and 427medium riser heads flow more efficiently.
The only heads referred to as low riser or medium riser are 427 heads. Not really sure where you’re getting your low and medium riser reference from. 428 CJ heads are very similar to 427 Low riser heads.
You are correct that the smaller port heads especially when ported are ideal for a 390 performance build because of the better velocity.
I'm not up on Ford Motors, but a friend of mine had what he called a side oiler. The main oil gallery ran down the left oil pan rail, and fed each main from the side. Big block Chevys did this also, as opposed to the small block oiling the cam first, then feeding the mains. Did the 352, 360, 390 also side oil. i forgot about 331,361, and 391.
no
0nly the 427 fe. 1965 to 1968 in production vehicles.
Where were you 20 years ago when I was building old iron and more specifically, an FE for my old 71 F250 high boy. That engine was a beast.. it also caught fire with me in the engine bay.
I was building FE's 20 years ago just not on You Tube
@@Myvintageiron7512 We use to just put these in & never looked at them, went with what we had, these old 352 were just that to us, one & the same never looked at these as anything but Old engine. we were all just making a living back 40 years ago. Today all the young people looking for the old engines to make 428s & look for the old sand shakers, hot rides, no A/C, rattle, missing & backfire cars sold for 500.00 or less Mustang, Supper Bs, Chargers, Dime a dozen. Could have bought 65 Mustang fastback black with 4 speed for 350.00 in high school & pass because the engine was bad, they had 302 Boss in Newspaper add for 3.200 & 429 Boss for 4.200 & that was the high end back 1976. But working for 75 cent's or a good job that paid 2.50 cents' hour back then you bought a house for 4000.00 & left these alone
Great explanation. Thanks
I remember one of the old Edelbrock catalogs had an FE intake that had a disclaimer that said it wouldn't fit certain years of 390 GT heads. (66-68?) It might have been a Edelbrock Streetmaster intake, which had smaller than usual ports and / or runners, but I'm not sure. It might have been the regular old high rise intake, but I don't remember the exact range of 390 GT heads they mentioned.(68-70?)
You my friend are a bank of knowledge. I am 16 years old and I know I need to rebuild my 390 within the next year, but I am not sure if and will it will happen. The motor is an all original 1964 390 fe thats in my 1964 Mercury Montclair. Ive checked all the castings and the block and heads are from 64 but the exhaust manifolds are from 1963.....interesting. Anyways, the reason its gonna need a rebuild is theres something going on in cylinder 5 . I'm not sure if it has broken rings, low compression, or what, but it is what it is. The engine sometimes runs on all 8 cylinders but at most times it runs good on all cylinders except cylinder 5....I'm just not sure whats going on with it. I have videos of my car up on my channel if you are interested. Maybe you can help me figure out whats wrong.
Do you have any other videos where you get more into the math and theory of engine building?
Always great information that can be trusted. Thank you.
i used 428cj heads on my 390 with a 406 tr 3 2 barels in my 67 mustang 4speed it ran great
That’s a hot setup for the street. I had a 428CJ with 3x2 intake from a 406 in my 68 falcon. It was a beast. The optional CJ cam was a good match for this engine with 520 lift and 300 degrees it was good for 7000+ on the big engine and made well over 500hp.
The Low riser is the C4 head btw not the C8 . Intake manifolds determined the riser not the heads.
Studying, and learning. Thank you
Awesome analysis
Awesome educational video..
the medium rise combustion chamber is larger than the low round you got to watch out for the vowel hidden the block
That's amazing
Thanks for the lesson
Well I learn something new again thanks for the info
Hello from Germany.
I want to say. Thank you for your very good videos. Very interesting and very well explained. I am not a pro, driving a 63 Galaxie 500 with 390 FE.
I need to overhaul the engine. He has blow by and makes after some time of driving when engine is hot. It makes noise from the lifters. Think it is losing oil pressure somewhere in the engine. Also loses a lot of oil at rear main seal. I want to keep as much original as possible for cost reasons. Intake, heads, 4100 carburetor etc.
But have now decided to convert it to roller cam. Not because of more power, just for safety reasons. One hears unfortunately ever more frequently of failures with Flat tappet. I drive the Galaxie only on weekends, leisurely across the country.
What kind of camshaft profile would be good for me ?
keep it mild 212 ish duration .450 lift 108 lsa
@@Myvintageiron7512
Good morning and thank you very much for your answer 👍
I would like to see the flow numbers with a stock factory cam lift.
Really cool video. Thank you. I have two FE builds coming up.
Honestly, I'd have to see dyno tests to support those numbers. I like math, but, as you said, there are a ton of other factors involved. Not the least of which is the fact that the exhaust has a MUCH easier time flowing since it is under much higher pressure. A flowbench doesn't really reflect the actual flow on the exhaust side.
How much do you get for a pair of heads? Not sure what ones I need yet. But I really don't want aluminum and I don't know if the stock heads on my 352 will handle a stroker kit and upgrades to get in the 500-pony range.
@Cam montreuil engines Yeah, there's a lot of voodoo going on inside an engine. I'm not convinced we even know all the factors involved- much less have any control over them. Maybe plug indexing really does make a difference. Maybe the different lengths and shapes of the intake runners effects the homogeneity of the charge in the chamber. Add up enough of these "irrelevant" differences and it could give you a couple weak cylinders. It would be fun to see a test with a handful of identical engines to see how much variation there was between them.
The c4ae is a 427 high raiser head not a medium riser so if that is wrong what about the rest of his info
Hopefully you have learned to test with a radius on the port entry by now.
I stand to be corrected but what I’ve found on cars with the C8AE-H heads over and over is the incorrect header choice! Only one header manufacture I’m aware of makes a specific C8 header which has almost a quarter inch lower exhaust port floor then the C4 exhaust port floor! This causes a port to header mismatch up to that 1/4” yet header manufactures tell you their header will fit which it does but won’t port match! FPA makes a specific tri-Y header that is specific to the C8AE-H head! I say this assuming the C8 head tested in this video is the C8AE-H GT head?
Hey, great video. I am in need of a set of fe heads if you still have them.
Who did a 390? AMC? I know my dad's GTO had a 389.
that was an awesome video! Perfect explanation with the numbers to back it.
Any chance you know who did the machine work? I'm here in Phoenix too and will be looking for a quality, honest machine shop soon. Thanks. Also thanks for all the videos. They've helped to fill in holes here and there in my knowledge of sbc engines.
not sure but I do machine work you can mess me on facebook at myvintageiron7512
Great! I already follow you on Facebook so I'll be doing that. Thanks
Great Job!!!!
THX
So you have a larger volume port with a larger diameter valve that will not flow as much air as the low rise head. I imagine the reason would be that the larger port requires more of a bend, the path the air travels is not as straight.
Also it has allot to do with the larger port being less of a restriction so the velocity of the air is lower at lower valve lifts and RPM's a Good example is a Big block Chevy oval port and square port the square port head is a much larger port but the Oval port makes more TQ and HP up to about 6000 RPM after 6K the square port kills it but the oval port actually has more useable power in a wider RPM range it's not really feasible to spin your BB up above 6K everywhere you go just to get into the working HP range of your heads that are way too big and should really only be on a race car
@@Myvintageiron7512 In the mid 60s I there were magazine articles that said the standard 390 low rise head wasn't even a good street part. I wondered about that. Those heads were on the 1960 solid lifter 352 that made a little more hp than the hottest Chevy 348 and Mopar 361 both of which had larger ports and valves. The Chevy's dominated the drag strips because along with Pontiac, they were the only cars offering 4 speeds until 1962. Yeah I've been around awhile, LOL.
The 428 Cobra jet heads was the way to go years ago...
Thank you!
Have you ever flowed a set of EDG-E ('58 352HP with machined combustion chamber) heads? When I got them I was told they had ports similar to the C8 heads but have not found any info on them.
edit - Oops, never mind. Went to measure the heads and when I cleaned the casting number I found it was EDC-E. Searching with the correct number came up with a lot of info. Basically medium riser ports with smaller valves.
The EDC heads were used in Edsels, I always just called them "Edsel Heads". They are very similar to the later 427 heads, and the only non 427 heads with machined chambers. They had smaller valves because they fit on a 4" bore block. I used to work for a guy (he was Parnelli Jones' crew chief in the late '50s, stock cars}. In the 70s he liked to build 390s with the EDC heads and the 428 police manifold for guys in the intermediate stock car classes. This combination was the best to get off the corner. I had one of these setups, a 352, in a Hobby Stock class I raced in in 1974. I wasn't so impressed with it, but I did have to run against 327 Chevelles, not a fair fight. 25 years ago I built something similar for a F350 flatbed work truck. I used a .060 over 390 block with a Merc. 410 crank. Gave me 418 CI. I used some 390 GT heads, ports about the size of a Med. Riser. I'm an old guy I use terminology from when these engines were made. I used a Edlebrock small port intake with about a Holley 390 carb. I was aiming for a super low end torque setup similar to the 428 CJ. It worked very well in that 7000 lb truck. I could drive in the city, make a sharp right turn at an intersection and never take it out of high gear.
Let's say you put Edelbrock Performer RPM heads p/n 60069 with 270 int. flow and 200 exh flow at .600 lift on a Ford 390, you run all the equations and you come up with 415 hp. Now put these heads on a 445 stroker. Both engines having the same compression ratio, same cam. How much should the hp increase from the cubic inch increase?
Let me start off by making a disclaimer. i dont do check ups before I say something which is prolly dumb but challenging for sure. Im at least your age so I wont explain the memory thing. I forgot anyway. As for the heads. I may know a little sumpin about them. I grew up in Dearborn Mi. 96% of my family worked at Ford, and the bow ties were not even allowed to park in our drive way. And that is true. So I messed with an FE or 2. Our basement was (and not exaggerating) half full of 427 high riser heads manifolds, both 2 and single carb appls. We had boxes and boxes of Lemans cap screw rods, steel cranks, and cross bolt blocks all over. So i'll throw my .02 in on this and hopefully bring some light to the topic if for nothing else to confuse some of you even more. Brandon down there farther on this page is partially right. You have your ref to the low and med riser heads backwards to be simple. Low risers came out early then the med and High just after. But im going to try and stay on track to keep the typing down. You have to remember the FE was FoMoCos mule for everything. and they had so many bore and stroke combos with them it would make you dizzy. And that many different head combos to. As i know it, the first hipo version of the FE was in the 1961 Starliner. And this is where I may be wrong but as you'll see in a sec its trivial to the point. I know they had the 390 hipo that was offered with tri power in 61 and it was rated at 401 hp (i think.) Anyway that was a version in casting form that continued in some way for a few years but not right after the motor wasnt offered any more if that makes sense. Now this is what I am to know. fact or not ?? Never was able to confirm or disprove a lot of the things "I know" As I understand it the only Low Riser head is as follows. C3 number only. Not C2 Not C4 the casting were not the same that I do know. They made other C3 castings as well but the low risers were not the same and did not ever carry a C4 number That I do know for sure. the real Low Riser heads only came with the C3 number, they had huge 2.125 tall intake ports, intake valves were 2.19 ex 1.88 sodium filled. chamber size 72cc(i think) and you knew you had a correct set because they had a big "H" stamped right on the outside of the exhaust on the top of the flange. Thats why in the video our mans says people say the low risers heads are the best. That is a fact. They make super big power. They out flow everything else Ford ever made except the High risers. they were 3 times the super cj head was those C8s you have in the video those are cj heads. the 1 st year for the 428m cj ...? ahh C8 you follow? The 390 gt motor used 28 cj heads and were then revised to be CJ heads when the GT became no more. valve size and all. The 28 had a long arm and didnt like rpm hence small port small chamber head. with adj rocker arms. Only 427 had the large 7/16 adjustables all the other had 3/8 except the 427 hydraulic motor in 67 they had non adj. rocker arms. So the first version of the 390 hipo head used on the 61 Starliner was still in the mix all the was through 1970. It became the 390 PI head in 62 and 3 still with adjustable rockers due to the PI having solid cam, then the 390 gt 4bbl head, without adj rockers, then the cj head in 67 and went through 3 revisions only in chamber size and valve size (very minor as i recall) but port configuration was still the same. In the early for ss mustangs they got adj. rockers again big valves and small chambers.
so for the most part they had just 3 heads that made good power in certain areas. if you dont count the high riser. and most dont because the were not ever offered to the public. the real low riser heads are here th-cam.com/video/Y8GreAEqkio/w-d-xo.html
Dearborn here too^__^ FE man myself!
Yeah, but did you have any C7 rods or cranks?
I have a set of c8h heads. Would you recommend exhaust porting and possible some intake bench porting for higher hp?
Would you recommend Universal Technical Institute? I’ve heard good and bad things but I’ve had interest
If your serious about working in the industry I'd recommend it
I hate to call you out on this, but I believe there is a slight problem with your math. If you take the flow numbers for a Ford 289 HiPo cylinder head (from Stan Weiss' flow charts - 177 Intake / 125 Exhaust), those cylinder heads would have only been able to produce about 258 HP. Ford advertised the 289 HiPo @ 271 HP and the Shelby version @ 306. This was also confirmed by Richard Holdener, where he built and dynoed both versions and got within just a couple ponies of the advertised numbers. Being a Ford guy and racer, I am very well aware of the restrictive numbers on the exhaust side of Windsor Heads, but yet, they still work. Can you explain ?
The math is correct for getting the base HP capability's of a cylinder head, there are other factors that come into play like cam profile, compression ratio, intake and exhaust systems that can improve the base HP numbers the flow bench does not factor in these things I also have a super flow bench and I assure you his math is correct it comes direct from super flow
my car came with C8 heads on a 68 engine. the book says CAR IS 11:1, and I was considering just having the shoulder taken out of the exhaust ports. I figured I'd make plenty of power for the street withe a mild street cam and carb and intake on this little 390. if that's not enough id spend the money on a stroker kit from Survival Motorsports. this will never see the track and it has 3.08 gears on a 3800lb car. I have an eating posi ready just in case.
This was interesting but not totally surprising. Ford did so much testing and advancing power and torque as they kept developing the FE engines through the 60’s. A C4 designates a 1964 casting and a C8 indicates a 1968 casting. That’s 4 years of advancement in Ford technology
Want to buy a set of 390ford heads from you.
what's the difference between a 67AE-A to a C8AE-H ??
Excellent scientific explanation!! Thank you, sir!
Cutting the shrouding from around the exhaust valve in the combustion chamber will do wonders for a C4 head. This stuff aint rocket science. Just open the exhaust ports to match the gaskets and smooth out the transition and bowls. Go slow and check the volume. A few hours of patient grinding (make some profile templates) will buy a bunch of hp.
Great Video!
I got C8AE-H on my 360.
do you no the crankshaft casting number for 360 in builting one want make sure that it is
how do you see a lowriser heads compared to Edelbrock Performer heads are the Edelbrock really worth the money how much more horse will they make over the C8 low risers
Thank you
Now I know how to verify what specs to look for when buying better heads for any engine build👍
I found your video very informative and educational. I have a 390 engine and debating as to have the heads looked at since I mam have problems starting the engine. Keep up the great videos.
What if you increase the valve sizes on the C4 heads to 2.09/1.65? Seems to run good on a 416 FE
yes bigger valves do help
Just picked up a 390 for my galaxie. There’s an X on the block. Factory. What does it mean?
WE drag race 80s t bird with a very mild 390 with the c4aeg heads with the CJ valves i have videos have a look
You got them backwards, the low riser has the bigger intake ports
Did you drill through the block with a 3/8ths drill brit from the oil pump hole to the filter housing mount? I have done this on the last 2 builds with my 428 stroker engines. Great info on the heads btw..thanks..I built a 390 with a 428 stroker crank and the pistons are 21 thousandths out of the bores and I'm running mls head gaskets to make it work ..I'm running mild ported c8 heads ..what head would recommend and far as iron production for my engine?
James T43 I would like to tell you that the the oiling mod. you are talking about uses a 7/16 bit not 3/8. Also need to get the high performance oil filter adapter with the large passages. These came on 427s and 406s. I think you can purchase them aftermarket now.
Same principles on Harley Sportster motors. The 883 heads flow better than the 1200 heads so guys who jugged an 883 out too a 1200 and used the 883 heads made much better power than guys with stock 1200's. As far as hp in Sportster motors goe's it's better too punch an 883 out too a 1200 than actually buy a 1200.
What if you port the low riser heads? can you get even more horses and still keep more ft lbs of torque?
My low riser heads are making 600 HP. They are ported and polished. 2.19 and 1.71 valves.
Are these the c4 heads with the tall 2.3xxx" port ?? Thx my friend (I had to use 1246s3 felpro gaskets believe 1.4 x 2.34)
C8 or C4 has nothing to do with Port size they have to do with the year the heads were cast. You can get a c8 with small Port medium ports even the rare large ports
First time here . Thanks for the info.
Glad to help
Hey, I know this is an old video, but can a good machinist make a stock fe head flow better than an aftermarket aluminum head? I'm looking to upgrade my dad's old 390 flat tappet engine to a a hydraulic roller setup. I planned on aluminum heads + machining but wonder if I can save some $'s by shipping the iron heads off to a skilled machinist.
Thanks man that was very informative
Great work and very useful info!! Thanks for posting this video.
I have a 1972 f100 with a 360 with c8ae-H heads. My question is can you upgrade by using larger valves a port job the exhaust port
The ,360. Is a low compression motor the exhaust port is more then adequate for this motor. The best way to increase power with a 360 is to get a Edelbrock street master intake manifold one that has not been ported any porting to it will kill port gas speed it is a very hi velosity intake none better for a 360 -352-390-428 in stock or mild build. The next thing is to recurve the distributor mechanical advanced. To only 9 to 10 degree s of advance. This motor has no quench. So it has a unusual timing requirement up to 23 degree s of initial timing. No more than 32 degree s of total timing. This will wake up a 360. For best power and fuel mileage. Don't worry about changing valve s.
I hace a 1970 302 Block with a .030 bore what crank and pistons World you recommend
I'll call you the Ford Guy! My 64 Galaxie has a (original w/ RV cam) 390 4 bbl carb and I rebuilt it. It runs great but I didn't put hardened valve seals in the heads. I have been buying lead additive for it. A machine shop told me I didn't need hardened valve seals because todays gas won't hurt the engine. Can I get your opinion? Thanks
they are wrong
So this machine shop is looking to do a job on your heads sooner than layer
mine is c6ae-u are they any good or would you change them
Im sure I missed this somewhere along the line but how big an oversize can you go on an FE without running into problems
Other channel has done a video where they push an FE to 445 cubic inches.
I've heard that you can take a 428 CJ block and put in a 427 Le Mans style crank and get 454.
What size carburetor are you thinking about putting on the stroker 390?
Just a long shot here. I'm looking for a valley tray oil splash guard for a 390 fe. Just checking cause I seen you had the heads available. Please let me know if you have one for sale.
I got a short block 390 FE who makes the best aluminum head for the 390, or what do i look for when buying a performance head ?
Trick Flow
I had a flow bench and was trained by a older man that did it for 30 years how to port heads and use the bench and I was wondering why you aren't using a contoured intake port opening attachment?? The reason is the right angle sharp edges of the intake port opening are a restriction because they cause turbulence in the air entering the port and lower the flow bench readings which is not a accurate flow rating of the intake port itself. In the real world you have a intake manifold attached and carburetor on top which the carburetor has contoured radius to enhance airflow. Just curious??
That is true I don't have the intake fixture for the FE heads in this case we were just comparing one head to another
You can use modeling clay, that's what I used until I made one out of machinable clear plastic
By the way how much more power will I gain if I use a Holley 500 cfm two barrel and add headers. I'm not looking for a whole lot more like most are just a significant improvement over the stock anemic setup. My stock two barrel is only 351 cfm
I have a 1969 Ford f250 camper special with a FE 390, with cylinder heads casting numbers D2TEAA can you tell me all the stock specs on these castings like valve size, exhaust port height and width dimensions, the exhaust manifold gasket that fits the port the best, because I'm going to build a custom set of headers for it because there are no off the shelf headers that will fit the stock starter on the passenger side and the saginaw steering box on the driverside. This info will be very helpful for me, thanks. Mark.
They are the same as he D8OE except they have induction hardened ex seats
Thanks for your reply, but that still dose not answer the questions so I will ask again. What dimension height and width is the exhaust port (actual measurements)? Can you find the same casting number (D2TEAA) in your awesome collection of heads and measure this for me? The reason for this is I'm having to make a flange that fits the exhaust port and 1 3/4" tube size better than the generic sized header type. I have noticed that when fitting the 1 3/4" tube to the generic oversize flange rectangle shape opening, there is a considerable gap in each corner to fill in with weld. I would rather make those corners more rounded which would fit the tube much better and require much less pounding and welding the corners to make it fit the flange and seal the header. To demonstrate what I mean click on this link of a Sanderson header for the Ford FE then click the magnifying icon to get a close up of the corners of the exhaust manifold flange where the 1 3/4" tube fits the flange, you will notice the gap in the corners where they tried to fit the tube then filled it with weld. I think their is a better way to do this by making the flange opening more rounded in the corners. www.sandersonheaders.com/sanderson-ff391-header-set-for-ford-fe-engines.html
Fantastic video learning a lot about the Fe
in your video you ported the C4 head to increase the HP. What would happen if you ported the C8 head, would it increase the HP on it as well?
Not answered because he has heads to sell you
How do we contact you?