All Cleveland/M-block heads have canted valves. Your D1AE heads should be 2V heads. The only D1AE 4V heads were the D1AE-GA heads which are what I have on my 400. If you run 2V cast iron heads, then you need to talk to Tim Meyer and get the proper pistons. Keep your compression in the 9:1 range with the open chamber heads.

 

Thank you. Very helpful. With that being said about Tmeyer Pistons. Is it clearance issues with the valve and pistons and Tmeyer has that figured out?

 

The TMI pistons are slightly taller above the pin. He did this to reduce the distance from the top of the piston to the deck.

 

Cool. Makes total since. I believe that D1AE-A1C are Australian 71 Cleveland Heads? Certainly 2V heads. My machinist will be giving me confirmation on the chamber cc size this afternoon or evening. Having him put stainless valves and quality springs along with maching to make them adjustable. I will be calling TMEYER. Thanks

 

No, those are US 351C 2V heads. Aussie heads have completely different casting number format.

 

You are right. I had my machinist measure them and they were 76 cc.

 

Aussie 302C heads have a tight closed chamber that measure in at 58cc +/- a few cc.

 

Australian head are closed chamber like the 4v head and the port of the 2v head. Australian head are a mix of 2v and 4v head. I have a pair on my rebuilt engine(never fire yet) and to what i know it's between 58cc and 62cc. I should cc them before the bolt-on.

 

Hey RangerRick,

we put a pair of D1AE-A1C heads off a 335 family (CI,?), on a 1977 400 in a F250 some years ago and they were/are fine, still going. The Combustion Chambers were cc'd but I have forgotten the amount; although, I remember them being smaller and worrying about a high compression. Pushing ten to one. Thanks for the consideration, Dan

 

Hey Ford Monsters,
it is very good to see other experimenters working on castings versus chamber volume. If we ever get back to home bench it would be helpful to get a listing of various CC'ed heads to their actual casting numbers and tolerances within groups. After Knowledge is POWER.
Should be here sooner, Dan

 

I have a set of all three, 4 bbl C, 2 bbl C, and the 2 bbl M/400. Actually there are only 2 bbl size M/400 OEM's.

While the chamber sizes vary a little on the M's they are all essentially the same, bolt up like the C's.

The difference is in the exaust port. Just downwind of the exaust quide in the roof of the port is a water passage that crosses it. Its not very large, like the egr hump, but it does not allow much grinding in that area, which I think is important in air flow. It looks very similar to the GT40 "P" heads. There are cutaway views of that head (dont have a linkey though). It clearly shows the problem with grinding in the "P" head. Somewhere I have seen a cutaway of the M/400 head, dont recall where I saw it or have a link for that either .

 

Thanks for the info and much appreciated. I have my machinist doing the final assembly on the heads. He made them so they are adjustable with chevy roller tip rockers and some grind work. Bored .030 over and TMeyer custom pistons. Along with a variety of other machining. Engine is speculated to put out around a modest 320 to 350 horses but should have excellent tork in the upper 400s range. We tried to keep the compression down as close to 9 to 1 and so far as it is still premature. We figure around 9:47 to 1 so far. Thanks

 

I use the chevy(454) roller rocker tip with 1.7 ratio compare to 1.73 from ford. Aussie head with TMeyer piston to get 9.5:1 comp ratio. The block was deck and the head were shave just to be straight. The zero deck piston past the block by 0.07. I call tim and said to don't worry if it's less than 0.15. i guess my comp ratio will be higher than 9.5.
The guy who rebuilt my head said to used soldering wire(for copper) and to put in the spark plug hole to get it crush between to piston and valve for clearance. by turning the engine by hand. I never did it but if someone have done it i would be greately appreciated.

 

heard/read about it. Good practice if you are starting to squeeze up the clearances and raising compression and not sure about tolerances, basic engine rebuilding practices. Just like using plastigauge to check main bearing clearances. High compression and mad high lift cam probably more relevant than proven just better than standard components.

 

This is from one set of heads I have:

D1AE-CB casting number. This is on the underside of the head.

Date code 1F2, top of head, under valve cover.

Combustion chamber volume as measured (two chambers): 79.5cc

"2" on upper corner of head.

No huge obstruction in the exhaust port.

I presume they are from a 400 because of the large chambers.