I'm new to the forum, despite searching I can't find any reference describing the details of the C8AE-R heads. Is there anyone out there that can help me? I'm in the beginning of the process of building-up a 390 for my 1974 F-250 4x4. D3TE block (also have a C6ME block), D2TEAA heads (also have C4AE-G heads), C6AE-G 4v or C8OE-C 4v intake, C6ME (IU) 3.98-in crank, Autolite 4100 4v carb. I also have a set of Cross Bolt Mains (complete) and screw-in freeze plugs from a 427 block. I've got a line on a set of C8AE-R heads for sale, but I'm completely in the dark concerning the particular details of these castings. If there is anyone on this forum that could help me concerning these heads, I'd greatly appreciate it.

 

No such thing as C8AE-R heads, they are probably C6AE-R but the 6 is looking like an 8.

C6AE-R heads are similar enough to C4AE-G heads that I wouldn't bother getting another set unless you like collecting parts. Both sets could use some port work, especially on the exhaust side. If you're going for all-out hp, work on the C4's. The D2's will give you more bottom-end and midrange response along with better mileage depending on how you drive.

The C8OE-C intake is for a 428 Cobra Jet, use that one for sure.

 

Thank you BB. In all my searching I couldn't find any reference to "C8AE-R" heads - now I know why! I'm not building for "all out horsepower", much more concerned with torque, although something on the order of 450 hp would be nice! The "390" will become a 410+ after sonic checking and block work. C7AE-B rods will be used. I did intend on using the C8OE-C intake over the C6AE-G. I've accumulated more info on the D2TEAA heads than the C4AE-G's. Fully ported and 2.08"/1.65" valves in either case. Any ideas you have or further info on the C4AE-G heads would be most welcome! I realize that I might be a "little short" on cfm with the Autolite 4100, but I really do love this carb (reliability, throttle responce, etc.).Any additional advice or thoughts from you or anyone else will be most welcome.

 

Hunter, what info do you need on the C4AE-G's? I thought you were going with the D2TE-AA's. They'll give you more torque and throttle response down low which is what I think you want in a 4x4. Plan on backing down the hp figure to around 400 though. Your combination of parts is just like a 428PI except yours will be a 410. I doubt if you could feel any difference between the two cause the carb. runs out first. Nothing wrong with that though, in fact the autolite 4V is superior to the Holley in many ways. Don't go over 10.0:1, 9.5:1 would be better and much more driveable.

 

Thanks BB - 400 HP is still nothing to sneeze-at! 9.5:1 is the ballpark I was going to shoot for (pump gas is a must - this will be my daily-driver!). As for the C4AE-G's: I don't have any experience with them, so all comments are welcome (this apply's to any FE info, I am "more than just a little familiar with the FE's although I'm no expert by any means...") I do have much more knowledge with the D2TE-AA's, and I've long believed that they were a very underated head - yes, work is needed on them, like all others. At this time, I've got no leanings towards any particular cam or custom grind - thoughts and advise are more than welcome. I've given long thought to a "builder": block, crank and head work. I'm very much leaning towards Tom Lucas @ FE Specialties in Sacto (916-339-0427 - you can check him out on the Cobra site: www.clubcobra.com/forums/). FE guys don't seem to have been "bred-by-the-bushell" - like the General's men! So I certainly welcome advise on builders... Years ago, I had a soft spot for the C3AE-J 427 Low-Riser heads, I don't know how difficult they would be to locate now (and like the C8OE-N's I'm sure the $$$$ would be high). I don't have any particular liking for the Edelbrock heads (I've seen some variance in quality control, etc.). For similar $$$ (after working them) I'll feel much better with good 'ol cast iron heads - which may ruffle some feathers on the forum. I think that your probably correct in liking my 410 to the 428PI. It certainly doesn't bother me that it won't be a "428" (even if my D3TE "105" block will take the "bore", I'd much rather have the potential of two more rebore's than none at all. I believe the IU 3.98" crank, 427 screw-in freeze plugs & cross-bolt mains and correct preperation! will take care of the bottom just fine). I've got a CNOZ-B 428SCJ oil filter adapter, C7AE-B rods and still looking for an "FT" 10-quart oil pan (anybody out there with a spare???). I haven't yet decided on a forged piston, but will probably go with the TRW L2291F's - Ross is too much $$$. For the top end, I'm leaning towards DSC's HD steel shaft & steel rocker stands. Which adj. rockers I'll choose is still undecided.
You're dead-on in thinking that I desire TORQUE (my truck, besides daily driving, will be used for towing/hauling, hunting and long-trips... the tranny is a NP435 backed-up by a NP205 transfer case, Dana 60's F/R, BFG 35" Mud Terrains).
This is my first "true built FE", in my younger days I had a fair share of 390's, 428's and a 427 - but in those circa 1969-'76 years I "built" with nothing but cam changes, carb tuning, etc. So in this case, building from the ground-up is both a challenge and a desire. Thank you for your assistance and advise in all these matters... it is more than welcome, it's appreciated and needed!

 

Use the D2TE's and you can have your cake (10.5 to 1 comp ratio) and eat it too ( 87-89 octane pump gas) I'm running the stock 10.5 to 1 flat tops in my 390 with a Crane Energizer cam with C8AE-H heads ( same chambers as the D2TE's) It runs just fine with just a hint of ping occasionally on 87 octane with 12 degrees initial timing, but never a ping on 89 > the 272 energizer's got excellant bottom end too. The D2's intake ports aren't as small as everyone seems to think. Sure they're shorter ( actually "filled" on the bottoms) than the C4AE's and CJ/LR heads, but these heads "taller" ports actually jump up sharply just inside the openings, rendering the bottom 1/8 to 1/4" useless. When you factor the bottom out of the CJ's and factor in the MR/C8/D2's wider port, they're actually on a par with the "taller" ports in area. Ford knew this in designing the MR port, seems some have forgotten this.

 

i hate to bring up old topics but i just found out that THE HUNTER is not alone i have a set of C8AE-R heads it could be 6's but if it is it looks like a foundry mistake since they are connected all the way into and 8 on both sides what to make of this situation????

 

What are the date codes? Is it possible the are C8AE-H and the H is slurred and looks like a R? Post some pics. Would be cool to see a blooper.

 

no denying the R the 6 or 8 is the mistake

 

Do you know any years that FE heads came with harden valve sets and also is there a heat treating (annealing process) or machining technique other than cutting and pressing carbide valve inserts