Re: heads
Re: Re: heads -- max tork	Post Reply	Top of thread	Maverick Message Board

Posted by: Ken Merring 02/12/2002, 12:48:07

:=how bout some 69 351 w heads? Real cheap!! dont 351 windsor heads "drop" your compression when installed on a smaller 289/302? and dont you have to drill all new/enlargerd "head bolt" holes? and since you would now have enlarged intake runners on the heads, does anyone make a (required) 289/302 intake that would match the ports on the 351 heads? sounds like a lot of "expensive" heartache and trouble to me. the original question was available "aftermarket" heads, available. i dont know where compression ends up, but a friend of mine installed "trick flow" heads on a 302. its a really badass car. but he will tell you that the 2.02 valves were overkill. if he knew... he'd have opted for the 1.92 valves instead. also, the edelbrock heads seem to make a lot of sense. at least you can get a matched package. (cams, intakes, carbs, heads, etc). also, the edelbrock heads address all the weaknesses of the standard 302 head. it may be somewhat expensive, but it eliminates most of your guesswork. MT ......................... Try to answer point by point. ..Yes there would be a compression drop of about 1/2 to 1 point CR on the 73-76 blocks. ..Head bolt holes are larger not smaller than the 302 heads so washers have to be used under the 302 head bolts. ..Intake manifolds like the Performer RPM will match the general size and air flow requirments of the 351 heads for performance but need to be port matched. ..TFS head CR depends on the combustion chamber volume for final compression. The 2.02 valves size would be dictated by the intended use of the engine, assuming small displacment. For street use,1.94 is the better choice. If the engine is being set up for hi rpm (up in the 8000 range) then the head choice with a small chamber, higher CR for the use of large valves, where opening results in minumim shrouding is needed to keep the air flow capacity up. ..Edelbrock package is very good. The cam is the major control part that dictates the RPM range for the intended use and everything else needs to be built around it. Most people tend to build the engine then select the cam. Example of this is building an engine with stock type rods, Hyper pistons and cast stock type crank then camming to turn 8000 on a regular basis. You know that at that kind of use, the pistons should have been forged, rods steel and a better crank not mention hi flowing heads, 750carb etc. The parts assembly needs to be matched up for strength as well as preformance when going beyond street application.

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