Have you already ran your car at the track yet?? if so, fill us in on your ET's and MPH times!!
As for the heads, the first that pop into mind would be TFS aluminum, Blue Thunder with the Ford exhaust ports, and maybe Edelbrocks.
All of these are based on the stock architecture with stock bolt hole locations, etc.
I think any one of them would be an improvement over a D3 iron head.

 

The car has been run years and years ago, but the heads are a little bit better than back then, the fuel system was not up to scratch, the carby was running very lean (approx 14:1) and smaller extractors.
It ran a wheel spinning 12.4 @114.5 mph. I'm hoping first off to run an 11 which the mph says it should do, then the aim is to run atleast 120 mph and then chase 10's

This car has been put on the backburner for a few years as I have started my own buissness and I have been playing with my Pursuit with a unopened modular 5.4 and have run some record numbers with that
I know a lot of people make excuses for lack of their cars performance, but I have had genuine problems getting this car sorted out and now it's finally time to play with it again now that it appears I have an auto that is holding together and a bit more knowledge.

 

Hey Mick,to fit in your car you might look at the edelbrocks.The D3 heads will have big chambers and the edelbrocks do a 95 cc to keep your comp ok.Flows at 600 lift are 319/207. The blue thunders and TFS i think have raised exhaust ports but i'm sure someone on here will confirm that.
I used a set of these recently and they are nice. I am soon going to put a set of these heads on an engine i built 10 years ago and replace the d3 heads . I cant wait to see the difference.
Check the comparison article on fordmuscle ,it shows how tight the exhaust short turn is compared to the E/Brocks out of the box.

 

Thanks Greg
Whick part no head are the D3's with the 95cc chamber, just looked at edelbrock page and they don't appear to list D3.

When are you going to fit these heads, so I can see your results

Mick

 

What i meant was your existing heads being the D3's .The D3 heads on the engine i built had 96.2cc chambers .
The 95cc edelbrock part # =60669 for the complete head or 60689 for the bare head.

 

What i meant was your existing heads being the D3's .The D3 heads on the engine i built had 96.2cc chambers .
The 95cc edelbrock part # =60669 for the complete head or 60689 for the bare head.

Yeah I've figured that out now

Do the edelbrocks offer much room for improvement for later use whether I chase more power or if I go stroker

 

I just thought there's maybe another option.Those numbers are the performer heads with the smaller intake ports.They also do a bigport CJ set to match the victor intake but they only come in 75cc which will push your comp up a bit.
I used a set of the small port ones with the small 75cc chambers out of the box on a 502 stroker which was pretty basic and makes good power.
Some of the other guys on here might be able to give you more info on how far these heads will go but i was happy with them .

Now keep in mind too that the victor intake is a big port .

 

Im just curious about your D3 heads you currently have. Did you run the heads with those valves in it? Were the valves relocated in the heads from stock? Im just wondering how you could run a 2.245IN valve and a 1.8EX valve and not have them clip each other.

 

I don't beleive valve location was changed, The first time he played with the heads he used SCJ sized valves 2.245 and 1.725. The heads were used for several years and then taken back to him for 1 peice valves to be used. he was not happy with exhaust flow so he upped the size of the ex valve and played with ports a little more.

My information may be out but I have marked down that he used 1.8 valves on the ex side. I apoligize if this is not possible, but it is what I beleive he told me, but the last clean up was in '95

The first port job results were in 278 ex 160
the results 2nd time were in 293 ex 168.4

 

Any other opinions or does the majority agree with gregaust information?

 

http://www.460ford.com/viewtopic.php?t=4972

Mick see here.I'm not sure but have seen a lot of guys talk up the trickflow heads but these may have raise exhaust ports.Scott J would be able to tell you more.

 

......They also do a bigport CJ set to match the victor intake but they only come in 75cc which will push your comp up a bit......

Do we know ratter's current compression ratio? If so, he may by able to go with the smaller chambers and mill the lumps (or part thereof) off those dome pistons, like I did recently when we put together my bottom end. It really makes them a lot lighter too, which with those heavy slugs is a bonus (assuming you have the TRW L.2443 pistons).

Just my thoughts.

 

Re: Head recommendations for upgrade of D3's (lots of detail

..........Heads = D3VE-A2A
Modified by Eddy Woods from The Head Stud
Inlet flow 293 cfm @ .6” lift
Exhaust Flow 162.2 cfm @ .6” (168.4 cfm @ .5”)
Flowed @ 25” H2O
Valves = inlet 2.246” exhaust 1.8”
........Mick

Does any one know how to convert these flow figures to 28" H2O? I had a conversion table on my laptop at home, but it recently crashed and I lost it and a lot of other info.

That way we can compare the flow figures with those from E.Brock. (as I would imagine that those figures advertised by E.Brock would be at 28" H20 as mentioned by Gregaust in a post above)

I don't know much about the range of alloy heads available, except from what I've read on here, but the TFS street heads seem the be the better ones as far as most on here are concerned. I would look into whether the exhaust ports are similar to the D3VE in location.

 

Just got some info on the TFS heads

The exhaust ports are raised .270" and are D' shaped so I'm not sure if my extractors will fit.

as much as I can work out, to change 25" readings to 28' you need to mulitply by .9445

 

Airflow conversion
http://www.wallaceracing.com/calcdchg.php

I think .9445 is for converting 28 to 25... airflow numbers go up when you go from 25 to 28...

 

Ok these are flow rates I have come up with so far based of advertised flow figures. It appears to me that the 2 edelbrock heads flow the same it's just the inlet port is larger

.100” .200” .300” .400” .500” .600” .700”

My D3VE heads
@25”h20
64/52 133/95 195/133 251/161 282/168 293/162 0/0

My D3VE heads
@28”h20
67/55 140/100 206/140 265/170 298/177 310/171 0/0

TFS
@28”h20
72/60 152/11 219/145 280/180 331/204 344/225 350/240


Edelbrock performer
@28” h2o
76/67 140/118 207/153 260/180 300/200 319/207 326/207

Edelbrock 460 CJ
@28” h2o
76/67 140/118 207/153 260/180 300/200 319/207 326/207

 

Airflow conversion
http://www.wallaceracing.com/calcdchg.php

I think .9445 is for converting 28 to 25... airflow numbers go up when you go from 25 to 28...

thanks for that, that makes my heads look a little better :lol:

 

Ok these are flow rates I have come up with so far.........................

Based on the flow figures above, I would be seriously looking at the TFS heads if the exhaust port location is close. What chamber size do the TFS heads have and how will this alter your comp. ratio? You may need to look at a bigger cam if your comp increases, while your at it.

 

Ok these are flow rates I have come up with so far.........................

Based on the flow figures above, I would be seriously looking at the TFS heads if the exhaust port location is close. What chamber size do the TFS heads have and how will this alter your comp. ratio? You may need to look at a bigger cam if your comp increases, while your at it.

The TFS heads have 75 cc chambers which would up my comp to over 13:1 (rough guess have not worked it out correctly)


I need to get under the car and have a good look to see if I have the room for the raised extractor heights these heads would give me.
I also assume although a D port a standard extractor plate would locate and seal correctly.

How big a cam could I go to loose compression bleed off effects, but it would only be a loss at low revs correct?

I don't want to rev this motor harder than it is, with the short motor combination it has at the momment.


Can any one help with the new SCJ head specs? or a link to specs?

 

Mick i got the SCJ heads but the issue there is the intake valve flycuts are different,the 72 cc chambers,large CJ intake ports and the exhaust ports will be different to the flanges you have.

I got custom pistons to suit and the exhaust flanges cut laser specially and tri-y custom pipes.Your pipes will be too low in the top section if they are for the smaller exhaust ports.

 

Mick i got the SCJ heads but the issue there is the intake valve flycuts are different,the 72 cc chambers,large CJ intake ports and the exhaust ports will be different to the flanges you have.

I got custom pistons to suit and the exhaust flanges cut laser specially and tri-y custom pipes.Your pipes will be too low in the top section if they are for the smaller exhaust ports.

I come to an american forum and get more answers from somebody from the aussie ford forums :roll:

Are your scj heads the latest ones?
are you saying my extractors will be too low for the TFS or for the scj heads?

I'll have to check if the extractor builder used large port plates or small port plates - too much work to take off just to measure - how much difference is there in the exhaust port size, do you know measurements?

If I change to a victor jnr inlet, it will be a match for the heads as most seem to use the larger size inlet

Thanks Greg

 

Just found a pic of extractors during construction, I guess they are only for the small port head assuming the dummy head is standard head

 

Possibly, the reason you don't get more response from the states, is our lack of knowledge about your chassis confugurations. And, a very real shortage of XXXX.

 

.


I come to an american forum and get more answers from somebody from the aussie ford forums :roll:

Thanks Greg[/quote]

Mick my heads are the latest ,the 6049-SCJB with the different intake valve angles.Your pipes will be too low in the roof for the SCJ head. I got some gaskets of each i will email you a pic later today of the difference, I'm not too sure on the TFS where the port is located.

Well if it makes any difference too i have been to America a few times and thinking of going again.

 

Possibly, the reason you don't get more response from the states, is our lack of knowledge about your chassis confugurations. And, a very real shortage of XXXX.

Our chassis appear to be of similar design to mustangs of the same era, except out steering is on the right side and also the correct side :roll:

If XXXX regards to beer, most people my way go for VB, but I'm not much of a beer drinker, more of a feral chook drinker err I mean wild turkey :lol: