i was wondering if this is the best thing to do to get maximum power. prefrably low end tourque. if not what would be?

 

In the old days, that WAS a good swap. Now, with all the aftermarket heads available, you can make much more power then with the 351C heads. For low end torque, stick with the smaller valve versions. Aluminum heads are the best, since you can run a higher compression ratio on regular gas then with iron heads.

 

is there a set of heads that wont take me removeing two of my limbs to afford?

 

I have a different opinion; the Cleveland heads, especially the Australian Cleveland 2V heads, are an excellent, cheap choice for power. In stock form, they flow like the best of aftermarket heads, and ported, they kick the crap out of Windsor heads.

There are charts that compare the flow of cylinder heads including ported Windsor heads, aftermarket heads and Cleveland heads. The Cleveland heads have a big advantage at low-to-mid-lift ranges (up to .400" of valve lift). That's exactly what you need for low end power. With minimal head work, they will flow as much as you need.

 

Hmmmmm. Please show me the proof, pcmenten. Let's see the charts. 351C heads were a good choice when there weren't many others. A special and expensive intake has to be purchased from Bush Performance, to use the C head on a W block. You will also have to purchase C style headers or exhaust manifolds.Then there is the issue of non-matching water passages between the W block and C head. A water passage has to be bored into the C heads, to make them work on a W block. Another issue is the special pistons that must be used to take advantage of the C head canted valve arrangement. Low buck Cleveland head swap? I think not. AFR heads, Canfield, TFS, Edelbrock Victor Jr., all will beat the 351C heads in both flow bench tests, and real world results. Even the Ford GT 40 heads nearly match the C heads flow in stock configuration, and they bolt right on, using your existing intake and exhaust manifolds. The only flow tests that show the C head outflowing any of the popular aftermarket (few of them), is on the intake side of the head. Most of them beat the Cleveland head on the exhaust side, where it really counts. All the air/fuel you get into the engine, does no good if you can't get it out as quickly. The final strike against the Cleveland head, is the size and weight disadvantage. They are much larger and heavier then ANY aftermarket Windsor head. Cast iron or aluminum. For the answer to your question of affordability, the Roush 180 and 200 heads are about the cheapest at $939 and $979 through Summit Racing. Cheaper on eBay. Trick Flows are sold by Summit for as low as $1095. About the same for Edelbrock. Not a bad value, after you add up the cost for using 351C heads. Do a little research as I have, and make the best choice for you.

 

I concur with Steve.

 

Steves right, on all of the flow charts I've seen, the C heads dont outflow any of the aftermarket ones listed. Even below .400 the C's flow less than all of the aftermarket aluminum heads.

 

not that i dont appretiate the help, but thats the most reading i have had to do in a long time. next time lets try to take one of those long *** posts and put it in a nut shell.

 

In a nut shell, the iron GT40, or the Rousch heads are great choices for low end tourqe. They just bolt right on with virtually no complications compared to C heads. The 4V C heads don't make good low end tourqe, and the 2V C heads don't make much compression, with out a custom pop up piston. The Aussi 4V C heads are rather interesting though.

 

http://home.isoa.net/~mharrisj/fordhead.html

 

Thanks for the proof PC. The C heads don't even flow as well as the GT-40P heads on the exhaust side. I have another chart that I was going by, but I don't know how to post the link. The Cleveland heads DO flow well on the intake valve, but are weak on the exhaust in comparison. This can be improved with porting, but then so can the aftermarket heads. Even more so. Between the out of the box balanced flow of the intake and exhaust ports, and the bolt-on conveniance with the aftermarket heads, modern technology beats 70's tech hands down.
+

 

No sweat, Steve. I have GT40-p heads, C6OE 289 heads, E6SE 5.0 heads, Cleveland 2V open chamber heads, and Aussie Cleveland 2V closed chamber heads.

Each one has its strengths and weaknesses. None of these heads cost more than $270 (the Oz heads and the -p heads) for a pair. One pair was $50. I'd use the 'junk' E6SE heads on a 351W for a torque engine any day; guaranteed torque gain. Oz 351C heads would make a slick high power 347 or 351 engine. 289 heads have been used on 5.0 roller engines; closed chambers and high compression, more torque.

The question is - how much more would you pay for how much more power. I'd guess that it would cost an additional $750 to get aftermarket heads. How much more torque would they get at, say, 4000 rpm? 15? Maybe. That would make the cost $50 per ft/lb of torque.

A 3.85" 351W stroker crank sells for about $325 shipped. That would get a person a guaranteed 35 ft/lb of torque throughout the entire power band. Less than $10 per ft/lb.

I can't see paying $1200 to set up a new pair of heads for a 351. If I can't get enough power from a 351 or 392 spending $500 on stock-type heads, I'll get a big block.

 

"None of these heads cost more than $270 (the Oz heads and the -p heads) for a pair"

Where can I get a set of Aussie heads this cheap??

 

I got mine from a fella that was arranging to have ten sets shipped from Austrailia. He wanted commitments from people before he ordered the heads and sold a few sets for $200. With shipping, I think I spent about $260 to $270.

Another guy, Phil in Portland, will make you a deal on Oz heads, usually less than $300. He works with a freight forwarding company so he can get you some reasonable freight rates, too. I bought an Oz high-nickel block and two iron 4V intakes for 2V heads from Phil, but he mostly sells heads. His ebay name is 'ausheads'. If you want to email him directly, contact me through my profile and I'll send you his email address. He's a great guy.

 

if u realy wanna do the 351c-351w head swap theres info on how to do it on fordracingparts.com and from there go to download and engine tips and specs all the info u should need is in there