4vandproud posted:Yes Jon Kaase's P-38 heads are quite an achievement!
are they still available?
In terms of other aftermarket canted valve heads, I feel the most interesting option is the CHI 3V 208cc cylinder head. It was developed by Dave Storlien in 2004 for the Engine Masters Competition.
The 208cc cylinder head is a raised port head, the intake port is actually ¼ inch higher than the intake port of the iron 4V head. The intake port roof height is 3¼ inches; it is the tallest port roof of CHI’s 3V cylinder heads. This is the same intake port roof height as Ford’s SVO M-6049-C302 (212cc) and M-6049-B351 (223cc) racing cylinder heads. The 208cc cylinder head’s extra tall port roof also gives this intake port the most generous short turn radius of all CHI’s 3v heads. The intake port features a minimum cross-section of 2.3 square inches (1.70 inches diameter). By comparison an un-ported iron 4V Cleveland head has a minimum cross-section of 2.4 square inches (1.75 inches diameter).
The 208cc cylinder head is also available fully CNC ported, CHI refers to it as the 220cc head. Look at the flow numbers of the 220cc head below … 325 cfm intake flow at 0.500 lift.
The 3V 208cc and 220cc cylinder heads require unique intake manifolds due to the height of the intake ports. CHI offers single plane and dual plane manifolds designed for these cylinder heads. The 208cc and 220cc heads can be ordered with CHI’s “uni” exhaust ports, which should be compatible with exhaust headers designed for production iron heads.
The heads can be mounted on a 351W block. The coolant passages will exit the front of both heads. I'm not sure how the intake manifolds contend with the rear tappet valley rail, which bends outward on the Windsor (whereas it bends inward on the Cleveland).
