Using this guide the FE performance enthusiast can select the best intake manifold for his high performance engine.
Ford FE guys - what's the "best" head for a strong street motor
The book also covers factory Ford exhaust manifolds and aftermarket headers, and features comparisons between Edelbrock and Cobra Jet heads, solid and hydraulic lifters, and various spacers and oiling system modifications. The information in this book provides actual dyno data that can be used to make intelligent component selections when building a high performance FE engine.
FE Intake Adapters are designed to allow the use of a C intake manifold on the FE engine, or the construction of a simple sheet metal intake. Using the adapters, certain intake manifolds such as tunnel rams can be used on the FE, plus the intake adapters offer a removable center plate to access the lifter valley, and the ability to change intakes or easily build a custom intake. A variety of different intake adapters are available for low riser and medium riser engines; in addition, High Riser and Tunnel Port versions are also available to cover any FE application.
FE Timing Covers fit any wedge FE engine and feature a removable front plate, for accessing the top timing gear and cam. Combined with the FE Power adjustable timing set, this allows cam timing changes to be made easily, similar to a camshaft belt drive setup, at a greatly reduced cost. The front plate is sealed to the timing cover with an O-ring seal; no gasket is required. The timing covers also feature additional bosses for mounting brackets or attaching a motor plate, the ability to use the normal FE front seal or a front-installed C front seal, and thicker bosses at the bottom to prevent the stripped oil pan bolt threads that are common on the stock FE front cover.
FE Adjustable Timing Set allows cam timing changes to be made at the top timing gear. Combined with the FE Power timing cover with the removable front plate, this allows cam timing changes to be made easily, similar to a camshaft belt drive setup, at a greatly reduced cost.
Changes to the cam timing are made by loosening the six allen head bolts and rotating the crank while watching the laser marks on the top gear. The timing set features a chain with solid rollers, and is made in USA.
The adapters seal to the engine block with O-rings, so no water pump gaskets are required. Three different versions of the adapters are available: a plain version, a version that accepts stock FE alternator brackets, and a version that accepts stock FE alternator and power steering pump brackets.
Using these adapters and the CVR water pump, no special bracket fabrication is required. They feature raised ribs with rounded valleys between them that mimic the size and style of the original SOHC valve cover ribs.
The block letters are also machined to be similar in style to the original " SOHC" valve cover lettering. Replacing the plain aluminum or steel inspection covers with these CNC machined versions will add a touch of class to your SOHC engine. All rights reserved.The tunnel port and single overhead cam SOHC are always pulled to the side in discussing FE cylinder heads, due to the dramatic differences in layout and design.
The high-riser head should also be included in this list, given the noninterchangeability with common FE components. All three of these are developments from Ford racing programs, and were never in volumeproduction cars. Only the high riser made it into vehicle production at all; the others were over-the-counter race parts only. As previously mentioned, the high-riser head has a dramatically taller than the usual intake port, and requires quite a few unique components in order to be installed.
The intake manifold is different in both port design and valve-cover mounting rail position and angle. The rocker stands are considerably shorter due to the raised upper surface of the head, again done to accommodate the ports. These characteristics mean that none of the currently available high-volume-production aftermarket intakes or rocker systems will fit.
The only aftermarket intakes for these heads come from Dove—a specialty supplier dedicated to low-volume FE racing parts.
Rather than trying to snake the ports around the pushrods as done in conventional heads, Ford simply put the port where it wanted it and ran the pushrod through it inside of a tube. The ports themselves are very large and rounded in shape. The intake manifolds for tunnel-port heads are unique in port design and bolt pattern. They are very interesting parts with a wellproven record of racing success—but not parts you are going to find in the average swap meet or street car on a Friday night.
The C7OE tunnel port intake side is unusual, with the pushrods in tubes that run through the center of the intake port. The tunnel port has a unique intake-manifold bolt pattern that is not shared by any other FE.
While certainly very cool parts to have and run, many modern aluminum heads provide comparable or better performance. An incredibly rare aluminum factory tunnel port intake is shown, and to validate its rarity, check out the part number: zero.
From top to bottom: tunnel port, high riser, medium riser, and Cobra Jet chamber side. From top to bottom: the side view of the tunnel port, high riser, medium riser, and Cobra Jet intake.
Medium-riser and conventional FE rocker pedestal mounting is shown here. The shaft heights are reasonably similar, although the valve center-tocenter distances are different. From right to left: the intake side of the tunnel port, high riser, medium riser, and Cobra Jet. From right to left: the top side of the tunnel port, high riser, medium riser, and Cobra Jet top angle. From top to bottom, here are exhaust-side heads for the Cobra Jet, medium riser, high riser, and tunnel port.
You can easily see differences in the chamber designs and sizes. From top to bottom: tunnel port, high riser, medium riser, and Cobra Jet top sides.
Here is a chamber-side comparison of an Edelbrock top head and a Blue Thunder bottom head.
The ascast Blue Thunder head has a modern heart-shape design that we further modify with a CNC program. The fully profiled chamber enhances combustion, improves flow through the opened valve, and has a reduced timing requirement. More power, better fuel quality tolerance, and greater efficiency are the result.
The huge cylinder heads with single overhead camshafts are the visually overwhelming feature, but the package entailed a lot more than just those. The SOHC has recently seen renewed interest, as several specialty suppliers have begun reproducing the components needed to build them from scratch.
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Trick Flow Introduces New 390-428 Ford FE Heads at SEMA. #TENSEMA16
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International delivery. United States delivery. Cylinder Heads Whether you race Pro Stock, Super Comp, or just want to rebuild your old Chevy small block, there are cylinder heads just for you!
Performance cylinder heads enhance the airflow into your engine, giving you improved power and torque. Plus, you can turn up the horsepower even more by choosing heads with CNC-ported runners and chambers, CNC-profiled chambers, raised exhaust runners, and other enhancements.
Read More. Whether you race Pro Stock, Super Comp, or just want to rebuild your old Chevy small block, there are cylinder heads just for you! Show Less.The timing couldn't have been better since we had a side-oiler sitting in the corner of the shop just waiting to be finished. Once the show was over, we started calling around to see what else we could find to build a FE street thumper.
We quickly realized that there was a ton of excellent parts available for our old Ford FE engine, so we pulled out the credit card and started ordering parts. SCAT has lots of kits to choose from, but we went straight to the bottom of the page for the big boy inch kit with a 4.
Paul Roberts at Gray's Automotive in McMinnville, Oregon took on the task of machining the block including boring and honing the cylinders, honing the main line, decking the block, and balancing the rotating assembly.
With the machine work finished, the short block hung on an engine stand while we waited for those Trick Flow heads to show up. They are fully CNC ported, have great flow numbers, heart shaped chambers, and titanium valve spring retainers right out of the box. Under close scrutiny, we can see that Trick Flow updated the FE design while keeping the ports in the stock location for compatibility with existing intake and exhaust manifolds.The Strongest 390/360 FE Blocks
The rocker shaft support area has been raised and reinforced, so longer pushrods are required, but everything else appears to be a direct bolt-on for existing FE parts. Cometic supplied us with a complete gasket kit and everything lined up just fine during our mockup. Ford changed the port size on the FE heads several times over the years, so there is a plethora of gasket sizes and shapes to choose from, but you should be okay if you order gaskets for a medium riser head.
The rocker arm assembly that Comp Cams introduced at the SEMA show uses beefy steel castings to anchor each end of the rocker shaft to prevent flex. The factory rocker shaft arrangement worked okay for production cars, but was a real liability once racers stepped up to big solid roller cams. We'll be running a R roller cam with 0. Since both the Comp rocker arms and the Trick Flow heads are brand new products, we might be the first customer to mate these two new parts together.
We are going to top off the new Trick Flow heads with a killer tunnel wedge intake from Bear Block Motors. As we go to press, the heads are bolted on the engine and we're waiting for a couple of final parts to arrive so we can get this big FE fired up. Stay tuned, we will have this FE on the dyno shortly for a test and tune session. The machine work, engine assembly and dyno testing was performed by Gray's Automotive in McMinnville, Oregon. Andy Finkbeiner Author.
I said what I said because those casting numbers don't exist. Maybe at one time Ford intended to make something with those casting numbers. But they didn't. I sure want to see one of those drawings for a C8WE-A head. I have a set in storage, i should look up the dates and post my finding. Back to top. OK Join. Choose Display Mode Original Dark.In the beginning, the FE had a single, basic intake port layout, which saw the normal incremental changes as development continued.
This is the same head viewed from the intake corner. As you can see, this head has seen extensive service. While there are numerous variations, most non-performance OEM heads can be considered reasonably comparable in terms of their power potential. As factory involvement in racing took hold in the early s, it developed a specialized racing cylinder head that was used first in limited production lightweight Galaxies and later in the Fairlane Thunderbolt.
This race-oriented head had numerous unique characteristics, including a different valve-cover mounting-rail angle and rocker stand heights. But the intake port was the key feature. It was dramatically taller than those on the traditional FE head. The C4AE high-riser exhaust port heads were fitted to theso these are rare heads indeed. This raceoriented head had numerous features that set it apart from the stock heads, such as different rocker-stand height, and valve-cover angle.
The intake port was the key feature and it was far taller than those on the traditional FE head. High-riser rocker mounting is shown in detail, and once again, notice that the pedestal-mounting height, which is unique to the high-riser. You can easily see the difference in valve-cover rail angle and rocker pedestal-mounting height between the medium-riser head left and the high-riser head right. High-riser heads have considerably larger valves than traditional passenger car heads, along with a wider distance between the valve centerlines.
BBM FE Cylinder Heads
High-riser heads were always rare, only came in limited-production specialty vehicles for a couple of years, and have become extremely valuable. You will not find them in a salvage yard or at a garage sale.
They were always race parts and most of them led a hard life with extensive modification and repair being common. It is safe to assume that all remaining usable castings are in the hands of either collectors or racers. As a result, there is a dizzying array of head castings that fall into the low riser category. Fortunately for the guy building on a budget, most of these castings will physically bolt on and work on all popular FE engines.
The based heads that would cause any valve interference issues are readily identified collector items; a casual builder is unlikely to stumble upon a set. The port opening is actually larger than the later mediumriser design, but not as tall as the exotic high-riser. The low-riser designation is based on the basic size and floor position of the port.
Some builders consider the C6AE-R head to be the best of the standard heads, and this particular one was the last passenger-car head to use a full-size variation of the low-riser intake port.
Most subsequent non-performance FE heads from on had a smaller port opening. Realistically, these are good parts, but nothing particularly special. You can find a number of aftermarket heads that perform better than these, even after modest porting work. Heads from on, including the later truck heads, have the exhaust port in a lowered location while the bolts remained in the same spot.By Jim Dove.
Whether you are a novice or an experienced hot rodder, who is about to embark on an adventure in Cobra land, this is a must read. We will deal with the Ford FE engine, which includes the ,, and the C. I will go over some reasons to use a FE engine in a Cobra or Project car, and dispel a few myths.
The Fairlane was, inthe top Ford model ,that used the FE. The first version of the FE was a C. Inthe was updated with a hot cam, new heads, an aluminum intake manifold, free flowing exhaust manifold and with a rating of H. By the end ofFord had won 15 Grand National Races, more than any other models. Bythe cubic inch race began while the development of small C. Inthe was born. It used the same heads, cam, and manifolds as the and also had the option of the famous 3 Deuces, or 6-V, as Ford called it, which took the H.
Inthe was developed, and with it came the now Famous Cross Bolt Mains. Very few 's had the cross bolts. They were found mainly on the factory race cars.
In late the 7-Liter Limit had not gone into effect yet and Ford produced a few C. The was the first F. The HI-Riser has provided the basis for our most potent head designs to date.
Chrysler had a fit, but Ford was strangely quiet. These heads became known as the S. Ford developed a few aluminum medium-riser heads. Casting C6FEF. These heads are not desirable for use in performance applications because they were part of the GT project. The chambers were too big, the ports were too small, and the castings were too thin.
Their value was only as a collector. The new heads had round ports that went straight to the valve, rather than bending around the push rods like other wedge engines.
The push rods on the T-PORTS were routed through the center of the port via tube, which incidentally, did not effect the airflow. These new tunnel port heads were a big hit in all types of racing, and gave Ford some of its finest moments.
They are very strong runners even today, especially on large C.