reworking old 351 heads

[4eyedblind]

Going buck wild on the exhaust ports of these 75 351 heads I have. Old school Ford build...like back when there were no parts for Fords. going on an 88 302 HO

[82MoreDoorFox]

Do you have a baseline? Well I guess there’s prob a handful of people that can chime in. I also will be looking to get some heads soon and I don’t know which route to take. What is the rest of the build looking like? Cam, intake and editor carb?


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[4eyedblind]

It's a stock 88 SD 5.0 junkyard motor that has been rebuilt probably twice previously. The E7s have some smoky valve seals and I didn't really want to put any time into them. These heads are also terrible in stock form but have smaller chambers, a better rocker design and a bit more meat for porting. Plus they were recently rebuilt.

[82MoreDoorFox]

It's a stock 88 SD 5.0 junkyard motor that has been rebuilt probably twice previously. The E7s have some smoky valve seals and I didn't really want to put any time into them. These heads are also terrible in stock form but have smaller chambers, a better rocker design and a bit more meat for porting. Plus they were recently rebuilt.

Koo. Well post pics!! Let’s see some shavings!!


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[ThunderStruck]

Hi,
Can you post casting number.
ed

[Walking-Tall]

If they're D5TE castings (the only 1975 351W castings I'm aware of), they've got similar 69cc combustion chambers and 1.78"/1.45" valves and ports as 302/351W D80E heads.

[ThunderStruck]

I used 1970 D0OE heads with 1.84int 1.54ex.
Installed new 1.90in. 1.60ex. valves, screw in studs, guide plates, valve springs & retainers.
A lot of valve pocket work on both intake and exhaust as well as exhaust porting all done by Bob Glidden back in the early 70's.
After all work with new valves, guides, harden ex. seats stainless roller rockers.
About $800
But the porting, studs, and guide plates where already done years ago.

[82MoreDoorFox]

I used 1970 D0OE heads with 1.84int 1.54ex.
Installed new 1.90in. 1.60ex. valves, screw in studs, guide plates, valve springs & retainers.
A lot of valve pocket work on both intake and exhaust as well as exhaust porting all done by Bob Glidden back in the early 80"s.
After all work with new valves, guides, harden ex. seats stainless roller rockers.
About $800 but porting was already done years ago.

What kind of power you make? What combo was this on?


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[ThunderStruck]

Back when we raced the 351 pinto and it put out right at 435HP@7200 RPMS in 1977.
I have had these heads forever and now they rest atop of the 302 in my 79 Mustang.
Also in post above bob did these heads in early 70's not 80's

[ThunderStruck]

The most wanted old school 351 heads are C9OE-B, C9OE-D, D0OE-C, D0OE-G
All have 60.4 chambers w/ 1.840in. / 1.540.
ed

[erratic50]

I had a pair of D0OE heads on my Galaxie with a Torino cam and a 360 degree rise Offenhauser plus 650. It ran really well. Got a high 13 time slip out of that massive gun boat which suggests a similar power outcome.

I always wanted to build out a stroker bottom end then go to a Cleveland head.

[4eyedblind]

These are D5AE heads. They are pretty much doorstops in stock form. There are actually three heads in this family in 1975. These are the 351 versions, which have 1/2" holes but are otherwise the same as 302 heads and there is a weird one with 70+ cc chambers and 2.02 intakes. D5AE have the same small valves as 302 heads (incl. E7) but they still have 60cc chambers (I CC'd them) plus there is more meat for porting here, even thought the exhaust ports are absolutely horrible stock. an E7 head has about a 64cc chamber. So, tiny compression bump. The small valves won't be a big handicap as I am staying with the stock 1988 cam.

All 351W heads up to 1974 are dimensionally the same as the 69 or 70 head people want. These 75 heads will be ok with unleaded fuel, at least.

[xctasy]

If they're D5TE castings (the only 1975 351W castings I'm aware of), they've got similar 69cc combustion chambers and 1.78"/1.45" valves and ports as 302/351W D80E heads.

The downgrade to the 351W using small valve 302W heads happened when mandatory unleaded was added to the F100 truck's which was actually as late as 1977. For passenger cars mandatory unleaded was was late 1973.

Due to US Congress updating the Clean Air Act, therm-actor ports, then compression ratios, then valve size reductions happened between 1969 and 1978.

The first performance retraction was external thermactor ports.

The second performance retraction was deck height increase to 9.500 from 9.469, done mainly for truck 351W's, but passenger cars got it too.

For 1975, the shallow deck 351C was replaced with the 351M, and Ford was officially out of the Pony car 4V business. This created a big problem, as the Canted valve engines were supposed to be the great increase for Ford over the 70's, but unleaded gas made those engines very knock prone, and the wedge head Windsors did better power, economy and emissions wise on 8.5:1 than a 351 Cleveland or 351 M or even a 400 did on 8.5:1 compression

The 351W was a further downgraded because the Windsor 351 actually is a higher horsepower and torque engine on 91 Octane than any 2V 351C, M, or K engine. Canted valve 335 based engines are notorious as being unable to tolerate low octane gas unless the cam timing, ignition and compression ratio are knocked back less than what a traditional 351W or 302W can carry.

Worldwide, H code 351's could be "M" or "W" or (in Australia from 1975-1985), "C"

For FMV 1974 emissions, passenger car Ford 351 W's had to have high frequency electric induction hardened metal over the exhaust seat, and according to Harry Miller, they had trouble making the bigger intake and exhaust 351 W head cope with that without cracking. They tried Stellite exhaust seats, but in addition to being expense, they still had the same cracking same problem with unleaded gas, so the D5 heads were downgraded 302 W heads with the bolt holes redrilled and some casting changes.

For 1978, all 351W's ran 302w style heads with the integrated upstream air via a 20 inch riffle drilled gallery above the exhaust ports, the rocker fulcrum downgrade, and the downgrade from the veriile 290 hp 4 bbl 1969 Windsor 4bbl to a low compression 145 hp 2V plodder was complete.

Any early 351 head if its crack free, will be a potential item of great power. Principally, its the rocker gear, compression ratio and its octane tolerance that gives it the edge on the much better flowing small chamber 302C or 4V 351C heads. Being able to run a little more duration and the goodness of the Buddy Bar style 4bbl intakes that exist for this great engine give it an exceptional edge.

Tongue in cheek, Aussie Ford Falcon Cleveland 351 racer Kevin Bartlett said it best..."I like the 351 Windsor. Its almost a 350 Chev..."

The point being that octane tolerance is the most important thing in making a great street and strip engine, not the extra 10-15% air flow from detonation prone heads.