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Those heads were pretty much standard production heads from 72 on up. They have great potential, but they do need some work. First of they need CJ sized vavles. 2.09 intakes and 1.65 exhuast. Then port the exhaust bowls. Mainly in the roof to flow a bit more air. With that bit of work they can become extremely good set of heads. I have yet to do this, but I have been told by many that these are great heads after this bit of work is done to them.
yes i would agree with you Scotty. i am running a set of those heads right now with cj valves. and they woke the hell out of that motor. just be sure to check for cracks. i have been told they are quiet common for cracking.i have never had a problem though.
I just bought a 1974 F-250 that has a set of these heads on it. The compression of seven of the eight cylinders is about 100 psi and the eighth is zero. I was wondering is the 100 psi normal for this engine (I know the 0 is not)? Also, is the exhaust seat hardened ?
I checked the valve size of the one head that I got off ; Intake is a little over 2", exhaust is about 1.6. I did this measurement with the valves still in the head. Not sure about the thickness of the head gaskets that came off, though. Read on another post about copper gaskets (.020) to raise compression ; checked Summit and they don't seem to have them for the 390. Anybody know where to get these?
How much of a deal is it to put the bigger valves in? Are heads cast with an option for bigger valves or do you have to grind out the seats?
Some earlier FE heads had cast in larger valve pockets, the D2's don't. And yes, you have to grind out the pockets to realize the benefits of larger valves, but this also comes at a cost on D2 heads, doing so will eliminate the induction hardening the seats had from the factory, but then again doing so in the course of a normal valve job will also, if the seats are ground too much. A good porting job is also necessary to get the full benefit of larger valves too.
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