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Author Topic:   Windsor Head Games
Daniel Jones
Gearhead

Posts: 489
From: St. Louis, MO
Registered: Aug 99

posted 12-28-2001 09:48 PM     Click Here to See the Profile for Daniel Jones   Click Here to Email Daniel Jones     Edit/Delete Message   Reply w/Quote
A while back I bought a '56 F100 truck project that came with a rebuilt but
never fired 289 with 351W heads, supposedly DOOE's set up for adjustable
valve train, with 1.94"/1.6" stainless steel valves. Since I'm swapping a
351C into the truck, I don't need the 289 and was planning on selling it to
a friend for his '67 Mustang convertible restoration. Ron wants something
that looks stock, runs on 87 octane, but has a few more beans than stock.
The truck's 289 looks like it might fit the bill with a mild flat tappet
hydraulic Cam Dynamics cam with 206 deg @ 0.050", 456" lift and 112 lobe
centers. Pistons are 0.030" over falt tops with 4 valve notches.

I also recently ordered a Novi 1000 supercharger kit for my daily driver
'87 Mustang GT and plan on freshening the engine before I install the
supercharger. I was hoping to pull the DOOE heads off the 289, do a home
port job, and install them, along with a better intake when I build the
5.0L for the supercharger. Then I'd inspect the truck's 289 and install
a set of heads from Dad's parts stash to get the compression in the 9:1
range for Ron. It looked liked a good plan: I'd get a set of decent
flowing heads for the supercharged 5.0L and Ron would get his desired
compression ratio. Unfortunately it turns out the heads on the truck were
not as advertised. They are D8OE's, not DOOE's, so they have larger 69 cc
chambers and smaller ports. They have been set up for adjustable valve
train and do indeed have stainless 1.94"/1.6" valves but no port work has
been done. Even the thermactor bumps were left in place.

I have a couple of sets of DOOE cores. One set is here in Ohio but the
other is in Arkansas. I pulled the pair that's handy and disassembled
them. Turns out one head has two bent valves that broke off the tops of
the guides. I assume they could be repaired using solid guides but I'll
need to magnaflux them to make sure there's no hidden damage. I could
snag the other pair in Arkansas but I'm starting to entertain selling
off some other parts and buying a set of 64 cc AFR 185's for the
supercharged motor. I think Alex said he has them for $729 bare. Hmmm.
The aluminum heads would offset the supercharger's extra weight and be
more tolerant to spark advance under boost.

At this point, I'm trying to decide whether to rob the D80E's for the
valves, studs and guide plates or bowl port them and try to sell them.
What would a set of assembled D80E's, set up with studs and guideplates,
1.94"/1.6" stainless steel valves, bronze guides, head bolt holes bushed,
bowl ported, triple angle valve job, thermactor bumps removed, etc. be
worth? Maybe I should just mill them, use a steel shim head gasket and
put them back on the 289 for Ron? I'll have do some measuring to see if
I can get in the 9:1 region or not.

Dan Jones

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Moneymaker
Administrator

Posts: 19686
From: Lyons, IL, USA
Registered: May 99

posted 12-31-2001 01:48 PM     Click Here to See the Profile for Moneymaker   Click Here to Email Moneymaker     Edit/Delete Message   Reply w/Quote
Since the D80E heads already have that much work done I would just mill them and give them a pocket port job.

------------------
Alex Denysenko
Co-Administrator and Moderator
NHRA/IHRA/SRA member
NHRA and IHRA SS/LA National Record Holder '00 & '01
Fleet of FoMoCo products
Moneymaker Bio
US Class Nationals link

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Daniel Jones
Gearhead

Posts: 489
From: St. Louis, MO
Registered: Aug 99

posted 01-01-2002 08:56 PM     Click Here to See the Profile for Daniel Jones   Click Here to Email Daniel Jones     Edit/Delete Message   Reply w/Quote
That's probably the easiest way to go. Mill and port them and
put them back on the 289 for Ron. With a set of your steel shim
head gaskets, compression should be tolerable. I've also thought
about leaving them at 69 cc's and using them on the supercharged
motor since lower static compression would mean I could run more
boost but I'm leaning towards aluminum heads for it. Do you know
how the AFR 185's exhaust port matches the Motorsport shorty
headers? The J302's I had before were too large for the Motorsport
headers.

Thanks,
Dan Jones

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69maverick
Gearhead

Posts: 890
From: Thomaston,CT.
Registered: Jan 2001

posted 01-01-2002 10:13 PM     Click Here to See the Profile for 69maverick   Click Here to Email 69maverick     Edit/Delete Message   Reply w/Quote
quote:
Originally posted by Moneymaker:
Since the D80E heads already have that much work done I would just mill them and give them a pocket port job.


Alex could you explain "pocket port job" a little more indepth?

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Moneymaker
Administrator

Posts: 19686
From: Lyons, IL, USA
Registered: May 99

posted 01-02-2002 12:03 AM     Click Here to See the Profile for Moneymaker   Click Here to Email Moneymaker     Edit/Delete Message   Reply w/Quote
Sure. What I mean by a "pocket" port job is to just clean up the bowl area, smooth out the valve guides a bit, and knock out any smog bumps. Then match port the intake and exhaust ports on a taper 1/2 to 3/4 inch to the gaskets.

------------------
Alex Denysenko
Co-Administrator and Moderator
NHRA/IHRA/SRA member
NHRA and IHRA SS/LA National Record Holder '00, '01, & '02
Fleet of FoMoCo products including 88 ASC McLaren Mustang #28
Moneymaker Bio
US Class Nationals link

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TomP
Gearhead

Posts: 4780
From: Delta BC Canada
Registered: Dec 99

posted 01-02-2002 04:43 AM     Click Here to See the Profile for TomP   Click Here to Email TomP     Edit/Delete Message   Reply w/Quote
Yikes.... now theres a bad combination of parts. Huge chambers and low compression with a near-stock cam but huge valves. I'm not sure why somebody wasted the money putting the big valves in those heads, but some porting would save them... you couldn't mill enough to make any decent compression but they'd be OK for a blower. But shorty headers ?... they are not a good choice for a blower motor, get "real" headers.

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