4V Head question

The Aussie 2v is a closed chamber head. There are those who say it will support 450hp. I think that 500hp would be a stretch.

They would be "budget heads". In my opinion you are not going to find your 450hp with them stock.
Both the intake and exhaust port are restictive and require some porting. From what I see in them I think close to $800 to$1000 worth to make them work.

There is certainly more variety in aluminum heads. Less in intake manifolds for them, particularly considering the constaints of the stock Pantera engine compartment.
I think that is where some decide from.

quote:

as I search, it seems that aluminum heads are only a little more expensive, why would anyone bother with steel heads anymore?

You've answered your own question.
Will (CHI 3V)

quote:

Originally posted by 4NHOTROD:

quote:

as I search, it seems that aluminum heads are only a little more expensive, why would anyone bother with steel heads anymore?

You've answered your own question.
Will (CHI 3V)

I know, but I was curious if there was a reason people still used the steel heads that I wasn't aware of.

quote:

Originally posted by PanteraDoug:
The Aussie 2v is a closed chamber head. There are those who say it will support 450hp. I think that 500hp would be a stretch.

They would be "budget heads". In my opinion you are not going to find your 450hp with them stock.
Both the intake and exhaust port are restictive and require some porting. From what I see in them I think close to $800 to$1000 worth to make them work.

There is certainly more variety in aluminum heads. Less in intake manifolds for them, particularly considering the constaints of the stock Pantera engine compartment.
I think that is where some decide from.

$800 - $1000, new auminum heads are $800 (bare heads) on Ebay and they use the stock valves. My concern is gas, I already have one that won't run on pump gas.

Some long time Cleveland fans are emotionally attached to the iron heads, PLUS they have a lot of experience with them. They would have to start from scratch to learn how to port & set up a motor for the alloy heads. The fact that a motor employing the 4V heads doesn't come on the cam until 3000 rpm is not a drawback for a drag racer.

Its not the best thing for a sports car however. I'd like to point out that CHI manufactures alloy heads in 2V port configuration, 3V port configuration AND 4V port configuration. Any 2V or 4V intake manifold you wish to run can be accomodated.

Just because the CHI head is called a 4V head, don't be mislead into thinking it has the large ports like the oem iron 4V head. Not at all. The 4V head has a 225 cc 3V port that is blended at the entrance so that it mates up with 4V intake manifolds. The resulting port has a volume of 228 cc I think. So the benefits of the small port are still there, the 4V head was intended simply to allow people to use their favorite 4V intake manifolds with the CHI 3V head. The 4V head was also wisely equipped with CHI's "uni" exhaust port, the same exhaust port found on their 2V head. This makes the CHI 4V head a direct replacement for any motor equipped with iron 4V heads. Its available with 2 combustion chamber volumes, so compression ratios can be adjusted. HOwever, the combustion chamber is shaped a bit differently, I would guess the good ol' TRW pop-ups might not work with the CHI combustion chamber.

I'll be installing CHI 4V heads on my new motor.

cowboy from hell

quote:

Originally posted by PanteraDoug:
...The Aussie 2v is a closed chamber head. There are those who say it will support 450hp. I think that 500hp would be a stretch...

Doug, Australian Ford produced heads with both closed combusion chambers and open combustion chambers. It depends upon which motor they went on. In Australia Cleveland motors came in two displacements, 302 cubic inches and 351 cubic inches. The 302C had the closed combustion chamber heads. The 351C had the open combustion chamber heads. All the late model Panteras equipped with Australian 351C motors have 2V port heads with open combustion chambers.

There are Cleveland owners who have built combinations around the 302C heads making about 540 bhp. This generally involves more than one try at porting the heads, getting them just right. I normally quote 450 bhp to be intentionally conservative. Long ago in another lifetime, I would recommend clients to use 2V heads for hydraulically cammed motors, and 4V heads for solid lifter motors. But those lines are distinctly blurred these days by the roller cams.

If a fellow wants to use iron 302C heads, the hot tip is a company called PowerHeads here in So Cal. The will sell you a set of fully prepped 302C heads for $1000, and port them for 500 bhp for an extra $500.

At $1500 however, you are very close to the price of a set of fully prepped alloy heads from AFD or CHI, which both make 600 bhp out of the box, no porting.

cowboy from hell

George,
I am considering making my new engine a 408 stroker Cleveland. I hope this works out for my occasional high rpm runs like the Silver State. I'm thinking about going with aluminum heads. One of the things I want, is to make sure I can fit them under my stock engine screen. I modified my screen brackets a bit to allow my Blue Thunder dual plane manifold to fit. I'm ok with buying new headers if necessary as long as I don't have to beat up my shiny new stainless steel gas tank cover. Do you know which of the aluminum heads I could fit under the stock screen? And then, which might perform the best?

Art

CHI 3V heads, 185 cc intake ports, and the Scott Cook dual plane intake manifold for the 3V heads.

The CHI 3V head is available with intake ports having 3 volumes: 185 cc. 225 cc and 258 cc. The big port head is a race only head. The 225 head is for strokers or 351 cubic inch race motors. The 185 cc head is for 351 cubic inch street motors. BUT, I've read good reports about using that head on strokers too. Its capable of supporting about 600 bhp. So you have your choice with your stroker to go with the 185 cc intake port or the 225 cc intake port. If it were my choice I would select the smaller of the two.

Scott Cooks intake manifold only raises the carburetor 1/4" higher than the stock Ford intake.

Heres the CHI web site:

http://www.chiheads.com/

The CHI 3V 225 cc head is the head on Chris Lewis' 427 Clevor motor in his Pantera, ported by Mark McKeown, making just shy of 700 bhp at 7000 rpm. That's 100 bhp per liter, naturally aspirated!

cowboy from hell

George,
I'm trying to find some info on the internet about the Scott Cook dual plane intake manifold, no luck. Any suggestions?
Thanks,

Art

Its the dual plane intake pictured on the CHI web site. I believe you can purchase it from CHI.

It looks just like a stock Ford intake. Scott has shared some pics with me of the casting, the casting is very smooth inside and out, nothing like the Ford or Edelbrock intake castings.

scroll to the bottom of this page:

http://www.chiheads.com/manifolds.php

cowboy from hell

Art here's some pics,

they aren't the biggest pictures in the world, but they're more than what's on the CHI web site.

George,
I presume Scott's manifold would be a better match for the CHI 3V heads than my dual plane Blue Thunder? What do you think of CHI's 4V 228 cc heads for my application?

Thanks George,
Art

quote:

Originally posted by Art Stephens:
... What do you think of CHI's 4V 228 cc heads for my application...

ROCK N ROLL

quote:

HOwever, the combustion chamber is shaped a bit differently, I would guess the good ol' TRW pop-ups might not work with the CHI combustion chamber.

I have the first set of the 4V CHI heads with the combustion chamber shaped to fit the TRW pop ups, L2348F. So just order the right head from CHI an go. Also you might want to have a custom cam ground to match the heads for best power.

Cowboy from Hell,

I know where I'm going if I have any Ford engine questions.

THANKS!!!