Typically, the folks who buy a new product first pay a premium (early adapters...) and that price tends to come down over time. I'm thinking the first couple of lots of aluminum 300 heads will be pretty pricey. They charge $1,750 for an assembled small six head, so $2,000 is probably spot on for the early adapters.
With the SBF there's enough demand that companies like AFR can sell heads with different port/valve sizes to match an engine's expected RPM range. The 165s are perfect on stockish to mild street/strip engines, 185s will feed any 302 that's not winding to 8,000, and the 205s or 225s rock on hot 351s and strokers.
I don't think there will be that level of demand for a 300 head. So, as Jim said, hopefully it will flow well enough for street/truck applications with plenty of material to be ported for more performance if the engine's set up to spin 6,000+ rpm.
Thought I'd post an update on the aluminum head. This is currently being discussed over on the fordsix forum (Classic Inlines).
A post from the main guy himself:
Dated Dec. 17th last month:
Last report I got from the pattern maker, two weeks ago, they were suppose to finish the patterns by Christmas. I haven't had a chance to call and find out if this is the case, but I plan to call them next Monday. Even if the patterns are done, we still have a long way to go.......
First, the patterns need to be ship over from Australia. Once they get here they'll go to a pattern maker in LA, who will install the gating and modify the patterns so our foundry can run them on their production line. Once that's been done, we'll get 4 or 5 casting made up so the machine shop can start on the programing. This step alone, can take several weeks or even months. When we finally get two or three fully machined heads, they'll make a trip to the head porter, who will put them on a flow bench and make any modifications he deems necessary. If modifications are required to the patterns, the heads and patterns are sent back to the pattern maker in LA. This process will continue until all the bugs worked out, and we're completely satisfied with the flow testing. The final step, before going into production, will be to ship four or five heads to preselected forum members for real world testing. Their job will be to install the heads and run them for a couple of months, just to make sure we didn't miss anything. If they're satisfied with the cylinder heads, the heads will go into production. But if they uncover any problems, or if they have any suggestions to improve the product, the process starts all over again.....
So.....when will the heads be ready? Hopefully mid summer, but we'll just have to wait and see how it goes
1981 Ford Bronco. 300I6 Offenhauser DP Intake Holley 465 4bbl, 31" BFG A/T, NP435, 3.00 rear 9" EFI Manifolds. 2.5" high flow cat/muffler. DUI ignition.
1984 Ford Bronco. 300I6 Offenhauser C Intake Holley 600 4bbl, 31" BFG A/T, NP435, 3.55 rear 8.8" EFI Manifolds. 2.5" high flow cat/muffler. Supermotors Pics
I have a feeling that the aluminum head is dead. Unless the guy needs the project as a serious tax write off I can't understand making them. Each year (month?) demand shrinks. The possibility of recouping your costs is slim to none. Profitability is an ice cube in Hades.
Having said that, yes I want one. Would I pay $1000 for one? No. If I found one at the swap meet for $300 would I put it on, go to all the work and trouble and expense to try something that is questionable? I don't think so. That is the sad reality aisi.
I can't help but remember that during an interview a former Ford engineer said that Ford produced a few and sold to public an inline 300 with a cross flow head and turbo that rivaled the 460. Please, I want to be at the j/y one day and open the hood on one of THOSE!! He also said that Ford had a Pallet full of those heads and asked everyone on the project if they wanted one before it went to be melted. A moment of silence is needed.
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