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  1. #1

    Default Back in a push rod,refreash my memory!

    Just walked away from the coyote engine platform and back into the good ole push rods again. Refresh my memory again what vehicles came out with GT40P heads. Budget build for now,till i get a 351w together. Plans for now are GT40p heads ported,93 cobra intake also ported,long tubes,B cam? This combo on my past 302 neted low 300's HP/TQ to the wheels

  2. #2
    FEP Power Member conmech's Avatar
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    conmech - aka Marshall
    Pending build-1983 Mercury Capri RS NOT staying as it left the showroom floor......
    Sonic blue pearl, sand beige, netted halos, FR500 wheels and shiny under the hood.

  3. #3
    FEP Super Member erratic50's Avatar
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    GT40 heads were mainly found on Lightning, and well as Cobra and early 5.0L Explorer.

    In 1997 or 98 Ford went to their very last design revision on the 5.0L. They removed the EGR passage in the intake upper as they redesigned the EGR system on the Explorer, and they went to GT40P heads.

    If you pull heads off of a 1998 or newer explorer then its very likely they will be P heads. If you pull of 1996 its very likely they will be GT40 heads. AFAIK 97 may have been a change-over year. Not sure if the 97 I worked on had an original motor or not, but I know it had P heads.

    The major down side to P heads is plug wire vs header problems. Also the springs are not strong enough for even a stock HO roller cam. (84 and older flat tappet they are fine)

    Happy wrenching!

  4. #4
    FEP Super Member bwguardian's Avatar
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    The other difference relative to the GT40P heads is they have smaller combustion chambers which creates more compression. I have these on my 85 in conjunction with the E-cam and a couple other things. Spark plug orientation...helps fuel burn...is not that big of an issue.
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  5. #5
    FEP Super Member erratic50's Avatar
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    If I remember the articles and dyno results correctly - its been dyno proven a few times that you can make more power in untouched form with a GT40P than a GT40 due to combustion differences and compression. I seem to remember discussion of better exhaust flow also.

    Some headers do work fine.

    not to hijack a thread or change subjects — I may start a thread one day. My comment is it surprises me that there is not more discussion about converting over to Cleveland heads. Granted the stock blocks will never stand up to the RPM potential of a 300 CFM flow head, especially if there is any detonation. there are adapter plates that permit a pretty wide range of intakes too.

    There were a few guys out there that even converted the Cleveland head to work on a 300 inline 6. They went off on them and were rewarded with over 500 HP in N/A form.


    Anyway - my point is it takes a certain amount of air and fuel at minimum to yield a certain amount of power. Engines are simply air pumps.

    Efficiency of that conversion from air/fuel to power does influence output hugely.

    Physics absolutely applies. newer stuff is not immune - it’s not magic.

    Yes there were many revisions generation to generation based upon what some of the old guys who created their generation’s platform years ago had identified but did not get an opportunity to do....

    Those are combined with a few relatively radical (in some cases) new ideas too of course.

    Tell a flat head guy about the way valves are placed overhead with cams and how they are used today and their mind would be blown. Some of them would, others had already thought of it and even built prototypes.

    As a student of history — engine history — I’m always amazed at what old ideas went nowhere for so long then becomes so mainstream it’s in every minivan.
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    Last edited by erratic50; 11-03-2018 at 10:29 AM.

  6. #6

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    I would love a clevland on my I6
    Why not just build a 351C as they smoke the windsors from what I have read..

  7. #7
    Moderator wraithracing's Avatar
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    Quote Originally Posted by 78futura View Post
    I would love a clevland on my I6
    Why not just build a 351C as they smoke the windsors from what I have read..
    That was true many years ago. Not necessarily the case these days. 20-30 years of aftermarket support has made huge improvements in what a 351W or 351W stroker can do. Yes, the 351C is a great engine in many ways, but doesn't have the same aftermarket support the Windsors do now. So building a 351W based engine can be easier and cheaper in many ways than a 351C.

    In regards to Cleveland heads on a Windsor, YES that's cool but unless you just have the parts laying around, want to be different, or just have nothing better to do there are other options that work as well if not much better.

    Jon KAASE Racing Engines:

    For the Windsor Variety: http://www.jonkaaseracingengines.com...ord_heads.html

    For the Cleveland Variety: http://www.jonkaaseracingengines.com...der_heads.html

    For the 429/460 Variety: http://www.jonkaaseracingengines.com...der_heads.html
    ​Trey

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