Moderator: Team
Mr. Mag2555 sir,mag2555 wrote:It was a set of C6FE ( i dug my flow records out ) with a 1.94 " that I got 244 cfm @ .700" out of,but it not have gone a tad more had I had a sonic tester back then.
Thanks but what chamber form did it have?mag2555 wrote:Here's a shot David. As long ago as i did these I recall some folks saying there where C5OZ in a early version , and C7ZZ in later castings for what it's worth!
I have not seen E6SE heads Walter, are the port dimentions the same or similar to E7TE ?Walter R. Malik wrote:David,
I don't know if you put this head in your book but, my favorite cast iron regular production casting is a E6SE head used in 1986 only. I use them for all the "O.E.M. production cast Iron head, flat top piston", short track entry level, 2 barrel carb engines.
The chamber is heart shaped with a mask around about 1/3 of the intake valve edge; which can easily be machined away. The valves and combustion chamber are about .100" deeper to keep their volume at around 64cc's like the E7's, The valves themselves are .100" shorter which make them almost the same length as a small block Chevrolet and the best part is they can easily be milled .090" and not intrude upon the intake valve seat which makes for about a 50cc combustion chamber after milling.
I have not ported any, other than larger valves, (1.94" x 1.500"), to meet whatever rules written by the mostly Chevrolet group because, porting is illegal in those classes but, they work quite well for their intent.
Exactly the same size openings at the flanges.cjperformance wrote:I have not seen E6SE heads Walter, are the port dimentions the same or similar to E7TE ?Walter R. Malik wrote:David,
I don't know if you put this head in your book but, my favorite cast iron regular production casting is a E6SE head used in 1986 only. I use them for all the "O.E.M. production cast Iron head, flat top piston", short track entry level, 2 barrel carb engines.
The chamber is heart shaped with a mask around about 1/3 of the intake valve edge; which can easily be machined away. The valves and combustion chamber are about .100" deeper to keep their volume at around 64cc's like the E7's, The valves themselves are .100" shorter which make them almost the same length as a small block Chevrolet and the best part is they can easily be milled .090" and not intrude upon the intake valve seat which makes for about a 50cc combustion chamber after milling.
I have not ported any, other than larger valves, (1.94" x 1.500"), to meet whatever rules written by the mostly Chevrolet group because, porting is illegal in those classes but, they work quite well for their intent.
Euro series race 289 - Series is NKHTGT Appendix K racing.Calypso wrote:
Sorry for the off topic question... Which series/class are they running? Have 3 buddies running 2 historic mustangs and one Falcon locally. One of the guys even has a European championship from couple of years back and later sold his winning Falcon to the states. Sounds like they might be underpowered in the 289 cars (one of them is boss302), if they go for Euro tour...
Euro series race 289 - Series is NKHTGT Appendix K racing.Calypso wrote:
Sorry for the off topic question... Which series/class are they running? Have 3 buddies running 2 historic mustangs and one Falcon locally. One of the guys even has a European championship from couple of years back and later sold his winning Falcon to the states. Sounds like they might be underpowered in the 289 cars (one of them is boss302), if they go for Euro tour...
I've seen a set of those at the swap meet before. The top does look just like an HP 289 head with the cast in spring seats. The ones I saw were ported by Valley Head Service and they had the crescent shaped passages under the intake ports welded shut. The ports looked different with those very large exhaust ports like in your picture.mag2555 wrote:Here's a shot David. As long ago as i did these I recall some folks saying there where C5OZ in a early version , and C7ZZ in later castings for what it's worth!
