I just found some interesting info regarding the creation of a Xflow head for the 300: Ford 300 six cylinder custom head

Very interesting. I wonder how a modded head like that would hold up as a daily driver, or even the one with the boss 302 heads. I imagine it would be easier (?) now with aluminum heads?

<a href="http://s659.photobucket.com/albums/uu316/bobbyrogue/?action=view&amp;current=2X351heads.jpg" target="_blank"><img src="http://i659.photobucket.com/albums/uu316/bobbyrogue/2X351heads.jpg" border="0" alt="Photobucket"></a>

 

I would imagine it would be essentially the same rpm range as a cleveland. I daily drove a 4V cleveland for a few years, it's an adjusted driving style. Good grrravy, it would scream! Could you imagine a 350-400hp 300? Maybe add a supercharger to that? I've dreamed of that 300 cleveland idea too.

 

sounds interesting; those cross-flow heads from Australia sounds like they could make a big difference help the block breath a little more(where that is a concern of many of the guys here) for a DD though i wouldn't try fusing more then one head together.

i am not nearly to this point yet i am still trying to figure out the EFI system in my truck along with the wiring for the trans & transfer case.

after i get the engine out and mounted in the other rig i will be much happier

 

[quote=furius;9726040]sounds interesting; those cross-flow heads from Australia

They never made an X-flow head in Aussie for the 300.

I'm curious with the 351 heads about the valve sizes, and if the p.rod slots line up correctly. I wonder what the cost of putting one together would be. Of course then you have to come up with an intake.

 

you would probably have two have twelve made,
because you would have to have them tested before you put them in

 

[QUOTE=F-250 restorer;9726170]The 2V heads were I think, 2.08 and 1.60, and the 4V was 2.19 & 1.71. They would fit the bore, since the 300 and C both have 4" bore, and share bore spacing. If you're committing to a C head, I'd say making an intake and header would be an overjoyous challenge.

The offset of the P-rods arent too far off of each other, nothing I'd personally be worried about. I think the big challenge is finding a shop to weld cast iron. Certainly have to work with them thru the whole fitment process, and probably have to leave the heads and block with them. It would be the only thing, besides a good deal on a supercharger, that would keep me from doing the whole diesel swap thing.

 

Seems like how well the head held up would be a matter of how competent the shop is that furnace brazes the head sections together. As long as the water passages are intact and match the block the biggest worry would be 6,500 rpm blasts causing the crank or pushrods to let go.

Aluminum melts at a higher temp than iron (iirc), so I don't know if that would be easier or not. Either way, a pair of CNC ported iron 5.0 heads can be had for less than $1,000. I couldn't imagine ever needing any more than that for a 300, other than circle track and drag racing.

How many machine shops could even attempt to fab something like that?

Another thought - there are plenty of folks who do CNC porting. They tend to mass produce heads for popular V8 engines but will, for a price, map and write custom programs. Once you get past the initial ~$3,000-4,000 cost of hand porting, flow testing, digital mapping and programing, the incremental cost would only be a few hundred bucks a head. Heck, if there were 10 or 12 other people who were serious enough about a primo head to commit maybe $1,000 each we could make it happen.

 

I wonder, with so many aluminum heads available, and with people using the boss 302 heads as well, would it not be easier to work with aluminum heads?

Neverenoughhp: They hot braised the cast heads together. It is nice to think about, but my banker doesn't have enough imagination to make such a project possible, nor do I have the experience or know-how.

Of course if I could convince an aluminum head plant to let me have some of their seconds ....

 

It is interesting Ford history to read about the boss 302 design. They needed better flow, so Ford came up with the 'tunnel' intake. Before that the intake ports were retangelar and curved around the p.rod. But ford made them straight, and put the p.rod right in the middle. What a trip to think of a oem 302 with two Holley 4v's from the factory! and that was the street version. Yep, I want some of those heads on my 300, with intake valves at 2.20, IIRC, holy cow.

 

Maybe you should chat with Frechtown flyer. I think he was moving on to a 24 valve Deusey head now.

 

Bruce Sizemore ran a cleveland headed 300 w/nash preped toploader 4spd in a comp eliminator pinto in the late 70s in NHRA.
IIRC ,its been awhile, he used the center 2 chambers of the C head so it would take 3 heads welded together. And he talked alot about having water leaking.
The other problem was getting the the pushrods to the rockers, from vertical to an angle. They had to bore the pushrod slot in the C head and install a small piston inline with the C rocker. 300 pushrod would push straight up on piston then piston would push a small pushrod up to the rocker.
It has been 20 yrs or so so it is a little fuzzy but thats what i remember from an artile ( i read it then gave the mag back to a friend). They didnt have pictures of the head off the motor either.