Reply to "Yates Heads"

> Looking at a used set of aluminum Yates heads.

There are a wide range of Yates heads: C3L, C3H, SC1 and D3. Actually, the SC1
and D3 are not technically Yates heads (the cant angle in back in the D3's,
BTW) but most people lump them in.

> I've been told Yates & SVO intake manifolds are interchangeable.

Intakes are *not* interchangeable. A C302B intake will physically bolt up to
to early C3L Yates heads but the ports are shifted fore-and-aft. Later heads
like the C3H have higher intake ports and the intake manifold bolts
perpendicular to head. The valve locations are not the same either, so you'll
need new pistons. Most but not all Yates heads have very small combustion
chambers, on the order of 37 to 43 cc's so you'll need a dished piston to run
pump gas.

> The Yates exhaust port is rectangular & the SVO exhaust port is round.
> I'm not sure about the compatibility of port heights or bolt patterns between
> the 2 heads. There are Pantera owners running Yates heads, I don't know what
> they have done regarding their exhaust systems.

I've never tried to bolt C302B headers to C3L/C3H heads but the bolt pattern
looks similar. They do take a different p/n header gasket so they aren't
identical. Later heads like the D3 have higher port locations.

> The point I would like to get across is that the C302 heads can make all the
> horsepower a street motor is capable of making, and then some.

The early Yates heads did not flow any better (worse in many cases) than the
C302's but were optimized for restrictor plate racing requiring very high
static compression ratios. This required reducing the cant angle to make a
shallower chamber. The valve angles were changed to 7.5 and 8.0 degrees with
no side cant to reduce piston valve relief depths and permit higher ring
packaging. The resulting head requires an aftermarket rockershaft system,
different intake, pistons, valves, and pushrods compared to C302B's and 4V's.

Dan Jones