351 heads on a 302
- Thread starter bad68coupe
- Start date
-
Sponsors (?)
E7's have the same valves as the rest of the 302 heads-- 1.78/1.45. They flow a bit more due to port revisions that improved them over the earlier stock small block heads. Simply doing a couple hours work on the exhaust side improves them even more. GT40P heads flow better than the E7's, but they have a relocated spark plug, that centered the tip in the chamber and to do this, the angle of the plug was changed. This change results in interference in many small block header tubes. The bolt pattern is the same as others, but the plug angle causes problems.bad68coupe said:
68stangman said:
What are hardened seats? and what kind of work are you talking about on the exhaust side Hearne? lastly i found a set of E7 on ebay, and they are old, i know i have to have them magnafluxed but what other kinds of machining needs to be done before they are good to go, should i replace the valves?
LMan
Founding Member
Were it me, I would not spend real $$$ on E7 (truck) heads. I would port what I had (assuming you have stock stuff) and add the larger valves. The C/DOOE heads are a better option if not more than 1-200.00/pr
Just my opinion.
Just my opinion.
65ShelbyClone
Founding Member
bad68coupe said:
Instead of just cutting a seat directly into the iron head, harder steel seats are installed for use with unleaded gas. Running unleaded without hards will result in bad seat recession. I have an old pair of 289 heads it happened to.
i have a spreadsheet going of the benefits and costs of certain heads. i haven't made up my mind yet. its not an easy call to make. I am interested in the GT40P heads alot, anyone here have those
Rusty67
Dirt-Old 20+Year Member
They are on my friends Cougar I've been working on. I never tried bolting anything else on them but I think you might have problems with headers. The ones we are using are Ford motorsport. We had to dimple the headers to get the damn things to clear the steering box. I'm sure it would be worse with a manual trans, we put an AOD in his car. Passenger side fit just fine.
LMan
Founding Member
GT40 heads:
http://www.nasaforums.com/viewtopic.php?t=11832
Dont know the guy, just saw the ad and thought of this thread.
http://www.nasaforums.com/viewtopic.php?t=11832
Dont know the guy, just saw the ad and thought of this thread.
There are two types of hardened seats. One is the factory inductioned hardened where they heat the seats to a certain temp with a tool much like a soldering iron, then quench them. This results in a hardened layer a few thousandths thick on the surface of the seat. The other type is where the machinist cuts out a large amount of metal from the seat area and presses in a hard steel seat to replace the metal removed. On the exhaust side of the small block ports, there is a protruding casting for the Thermactor Air injection passage. I remove the protrusion, widen the port, raise the roof and blend this all down into the area under the valve. I smooth the area under the intake side as well. I leave the stock valves in the finished head. I have a local machine shop do the valve job afterward and they use a Serdi machine to surface the seats (the end result is something akin top the old 3 or 5 angle valve job)bad68coupe said:
D.Hearne said:
is one of those types of hardened seats better than the other? and what purpose do they serve?
ultrastang
Founding Member
Before the '87-'93 5.0L Mustangs came into being, there were only a few stock head options small-block Ford owners had when upgraing to more performance-oriented cylinder heads; 289 Hi-Po heads (not easy to find, and expensive when you did find them), '69-'76 351W heads, or 2V 351 Cleveland heads (or the better Autralian 2V 351C heads).
The Hi-Po 289 heads and 351W were prertty much a direct bolt on.
A guy who lives in Fort Smith, Arkansas named Gary Roughly is the designer, and used to be the producer through B&A Ford, of a specialty intake that was used in conjunction with adapting the 351C heads to the 289/302/351W blocks. --Actually, there were two intakes he produced for the 'Clevor' swap; There was a "Street Boss" version intake, and a "Track Boss" version intake. This was a popular swap in the '80s and into the very early '90s before there were many aftermarket performance heads available from people like Trick Flow, AFR, Brodix, Ford, etc.
http://www.mustangandfords.com/techarticles/30220/
If you live near Tulsa, Oklahoma, you may have seen Gary Roughly racing around the track at Hallet Raceway. He has a black '69 sportsroof with gold '69 Boss-style stripes on the side of the car that say; "Track Boss 351W."
Anymore, the Clevor swap isn't so popular, because the aftermarket started heavily producing performance heads by the mid-90s specifically for the small-blocks that have better flow and don't require as many modifications to the blocks or reciprocating assemblies to use them.
www.ultrastang.com
The Hi-Po 289 heads and 351W were prertty much a direct bolt on.
A guy who lives in Fort Smith, Arkansas named Gary Roughly is the designer, and used to be the producer through B&A Ford, of a specialty intake that was used in conjunction with adapting the 351C heads to the 289/302/351W blocks. --Actually, there were two intakes he produced for the 'Clevor' swap; There was a "Street Boss" version intake, and a "Track Boss" version intake. This was a popular swap in the '80s and into the very early '90s before there were many aftermarket performance heads available from people like Trick Flow, AFR, Brodix, Ford, etc.
http://www.mustangandfords.com/techarticles/30220/
If you live near Tulsa, Oklahoma, you may have seen Gary Roughly racing around the track at Hallet Raceway. He has a black '69 sportsroof with gold '69 Boss-style stripes on the side of the car that say; "Track Boss 351W."
Anymore, the Clevor swap isn't so popular, because the aftermarket started heavily producing performance heads by the mid-90s specifically for the small-blocks that have better flow and don't require as many modifications to the blocks or reciprocating assemblies to use them.
www.ultrastang.com
The pressed in seats will give longer service, thru multiple valve jobs due to the thicker hardened steel. After two valve jobs with induction seats, the hard metal will have been removed. Their purpose is to keep the valve from pounding into the head, they weren't needed before the introduction of leaded gas, the lead served as a cushion between the seat and valve.bad68coupe said:
D.Hearne said:
am i really going to need to do that much work just for my 302 daily driver? it seems really kinda like its more for performance oriented engines.:SNSign:
65ShelbyClone
Founding Member
