Hey guys, I've got a set of C1AE's, from some old motor in the woods. I flowed them on a flow bench and they peaked at 250CFM on the intake at .800 lift, and 172CFM on the exhaust@.800 Lift., only 235CFM in intake @ .600 lift, and 167 CFM on exhaust @ .600 lift. This is how they flowed stock.

I've also got a set of C8AE's that I cut up for porting, and a set of D2TE's that I ported. the D2TE's started out at 212CFm @ .600 Intake, and 161CFM @.600 Exhaust.

After porting them they the D2TE's flowed 296CFM @ .500 Intake, and 208CFM @ .600 Exhaust.

The C1AE's haven't been touched by my diegrinder....yet....but they have much larger cumbustion chambers than the C8AE, and D2TE's.....I was wondering what all you guys think about these heads, and which one's would work better for a 410, or a 390, or somehting in the 450 ranger(4.250 crank)

BTW, STOCK VALVES!

 

Finally someone with some ambition! We thank you!

If you wouldn't mind, could you post the full flow data for those heads? I would like to use it to update the data I use for Desktop Dyno. It would be much appreciated. 296 at .5" lift???!!! That's significantly more than the current flow data I have for ported D2's.

I think you'll probably want the larger combustion chambers to lower compression. Then you have quench concerns, where I think the later heads like the D2's are probably better in that department. I dont know what your intended purpose is for that motor, but it sounds fun, especially in a ranger! I always wanted to put an FE in a Bronco 2.

 

well it will either go in my 78 Bronco or in a Ranger body, on my old Bronco chassis, once I get a new one built for the bronco.

alright, well for stock D2TE heads
I E
.100 73 59
.200 124 99
.300 177 129
.400 200 148
.500 205 154
.550 209 158
.600 212 161

For the C1AE's, in Stock Form
I E
.100 71 61
.200 129 99
.300 182 126
.400 221 147
.500 ?? 164 I think I forgot to write down that one!...lol
.550 229 167
.600 235 167
.700 244 170
.800 250 172

Now a D2TE that I ported
I E
.100 120 81
.200 174 132
.300 229 164
.400 265 189
.500 296 202
.600 287 208
.700 282 208
.800 282 ?? that one too ...I think I couldn't lift the valve that much?..maybe

I played around with it....and got it to flow 304 intake at .530 lift....I flowed them at such high lifts just to see what they would do, just for some food for thought, and cam selection. I thought it was strange how the C1AE kept pulling higher humbers as it went up, till the spring bottomed out, and the Ported D2TE, stopped after .530???.....I dunno, it was cool though I though.

 

Thanks for the data! I think I can extrapolate the ones you forgot.

The numbers for those ported D2TE's look very good! They get started at low valve lifts, and keep going. It's not all up at the high lifts, which I like. It probably ran into a wall around .53" because of port volume. What kind of a valve seat job was done? 3 angle or radiused?

Would it be too much to ask for pictures?

 

When you port the C1's you'll find those are the one's you'll want to run ! they should flow very similar to C4's which can flow a little over 300 Intake..depending on who ports them...JMO

RJ

 

well all those numbers were on valves w/ single 45 degree jobs. I haven't touched anything on them except for the port work. so I think a 3 angle valve job will do even better, and put another angle on the side of the valve that faces the piston. I took out all bumps, (like the one on each head in the intake runners), and Epoxy'd them up. I still wanna keep going on them a little bit in a couple areas, I had to stop where I was at becuase I didn't have anymore shop time at school.....but I really can't wait to work on those C1AE's......those ports are bigger than my ported D2TE's!......I opened my D2TE's to the size of the C1EA's almost......I had a set of C8AE or whatever, and cut one up, so I knew how far I could go before breaking into water, because they seem like an IDENTICAL casting, except for the AIR stuff is actually drilled out, and no hardened seats.....but I don't have any exta C1AE's to cut up....and if I did, I probly wouldn't cut them up anyways, unless they were cracked or something!

does anyone know what the biggest valves I can put in that head are, BTW, the biggest bore I plan to run is 4.13, I have a couple FT blocks, and hope at least one can go that far.

 

I've heard that it is very hard to get stock heads to flow as good as the edelbrock heads. Now, I outflowed the edelbrock heads, w/ stock sized valves, and no fansy valve job, (like a 3,4, or 5 angle valve job) and on D2TE's....not even using my C1AE heads yet, I am jsut a beginner at this, but it's what I spent most of my time at school w/, where the rest of my class worked on frames, and motors, (which I already know), I took in all I could get for ideas, and comments from a couple work class instructors, one of which still builds race motors, and says he charges around $1,100-1,400 for a set of V-8 heads. My question to all of you, is what do you think my work is worth?, or does it even seem that good? like I said, I'm pretty new to the head porting stuff, so I don't have anything to compare to, other than the few other kid in my class that I thought did a really crappy job on their heads. I jsut kinda wanna know where I stand, so I'm not charging people $100, for an $800 port job. I was careful enough, so that I never even touched the valve seat enough to need a NEW valve job, and there are no marks outside the port from that burr. any comments would be appreciated, thanks guys!