[DeTomaso] Head ID
Himes, Terry (397C)
Terry.Himes at jpl.nasa.gov
Tue Mar 5 16:48:30 EST 2019
Curt,
Not sure about Reno yet. My Magic-8-Ball says “doubtful.”
No Black Knight. But Killer-Bee Yellow. Ha!
Terry
"A Purple Heart proves you were smart enough to hatch a plan,
stupid enough to try it and lucky enough to survive!"
Terry W. Himes
JPL Jet Propulsion Laboratory
Dawn Spacecraft Team
Juno Systems & Software Team
TGO Sequence Lead
Phone: (818) 393-6261
Cell: (818) 653-8213
thimes at jpl.nasa.gov<mailto:thimes at jpl.nasa.gov>
🇺🇸
From: Curt Hall <cuvee at sbcglobal.net>
Date: Tuesday, March 5, 2019 at 1:36 PM
To: Daniel C Jones <daniel.c.jones2 at gmail.com>, Terry Himes <Terry.Himes at jpl.nasa.gov>
Cc: De Tomaso List <detomaso at server.detomasolist.com>
Subject: Re: [DeTomaso] Head ID
Hey Terry...
Far be it for Me to tell someone else to take their Pantera out in the Rain, when I don't! But, I've been told the Panteras Don't melt in the Rain? Now that's just what I've heard? So take your chances!
On a side note, do you have any Photo's of the Black Knight?
Will You be in Reno this year?
Curt
On Tuesday, March 5, 2019, 10:25:53 AM PST, Himes, Terry (397C) via DeTomaso <detomaso at server.detomasolist.com> wrote:
I know I exist in a different world, but still, you guys are freaking amazing!!
So much collective knowledge! Wow.
I stay up in Pasadena during the week for work, and rent a room from a friend.
His garage is where I keep my Pantera. Some nights, I go home, take the cover off,
sit in the garage with a cold beer, and just look at it. The style, the look, is
amazing.
If it ever stops raining here, I'll fire it up and take it out to stretch it's legs. The
feeling and sound of that 351 never gets old. Heads turn, people wave, and the
cell phone camera's come out. What a great feeling!
Terry
"A Purple Heart proves you were smart enough to hatch a plan,
stupid enough to try it and lucky enough to survive!"
Terry W. Himes
JPL Jet Propulsion Laboratory
Dawn Spacecraft Team
Juno Systems & Software Team
TGO Sequence Lead
Phone: (818) 393-6261
Cell: (818) 653-8213
thimes at jpl.nasa.gov<mailto:thimes at jpl.nasa.gov>
🇺🇸
On 3/5/19, 9:43 AM, "DeTomaso on behalf of Daniel C Jones" <detomaso-bounces at server.detomasolist.com<mailto:detomaso-bounces at server.detomasolist.com> on behalf of daniel.c.jones2 at gmail.com<mailto:daniel.c.jones2 at gmail.com>> wrote:
> Was wondering if anyone knows what these heads are on my Pantera?
Those are from the Ford Motorsport high port aluminum Cleveland family.
These were the heads ran in Trans Am and NASCAR prior to the introduction
of the Yates heads. They take specific headers due to the raised exhaust
port and specific intakes due to the revised intake ports. You can see
your casting number E3ZM-6049-C3 near the rocker arms and right below that
is the casting date which appears to be 9/19/1990. The C3/C302/C302B heads
were the smallest port versions and were designed to be ported before use.
As cast, they would have Boss 351 style closed chambers but those were
often modified, for instance to clear domed pistons. The high port family
had two different exhaust bolt patterns. Yours are the later and more
common one. They take longer head bolts or studs. It looks like you have
the earlier head bolt bosses with one end boss a shorter height than the
rest on the exhaust side. Most of the C302/C302B heads have a common
exhaust bolt length. They take Boss 351 style screw in studs and guide
plates but I have also seem these which required a rocker shaft set up
similar to what was used on the later Yates heads. Note that Ford re-used
both cylinder head and intake part numbers on the later Yates heads. You
should also check the part number on your intake manifold. Ford made a
variety of matching intakes in both Cleveland (9.2") and Windsor (9.5")
deck heights. Some had integral thermostat housings, others required an
external thermostat housing. The intake part number should be something
like M-9424-A331 or M-9424-A351. Forward pictures of your intake and
headers as I may be able to tell you more about those as well. Properly
ported and paired with a matching camshaft, they are excellent performing
heads. My detailed high port head notes are attached below. I also have
scans of the original Ford Motorsport installation instructions (provided
by Jack DeRyke) if you need those.
Dan Jones
Ford Motorsport High Port Family
--------------------------------
These were Ford's racing cylinder heads before the Yates cylinder heads
were introduced. The high port canted valve aluminum heads included
three basic designs: the A3, B351, and C302. The A3 was the earliest
of this family of heads. They were basically an aluminum evolution of
the Pro Stock high ported iron 4V's. Back in the '70's, when 351C's
were campaigned in the Pro Stock drag class, it was standard practice
to cut off the exhaust ports of iron 4V Boss 351 heads and bolt on an
aluminum plate that had a raised exhaust port location. Some racers also
filled in the bottom 1/3 or so of the intake port with epoxy or aluminum
port stuffers. The A3 is basically an improved aluminum version of a
Pro Stock high ported 4V head. The intake port is the same width as
an iron 4V (and is in the same location) but the lower portion is filled
in. The exhaust ports are circular in cross section and radically raised
compared to a 4V exhaust port and have a different bolt pattern so custom
headers are required. For an intake manifold, you can use a 4V with the
ports filled or a Ford Motorsport A331 (by Edelbrock). Any of the other
(non-Yates) Ford Motorsport high port intakes will also work but will have
narrower ports. The A3's have the largest ports of the lot (241 cc intake
and 134 cc exhaust) and were optimized for 355 cid and larger engines used
in drag and circle track racing. The B351's came on the scene next.
They had smaller 223 cc intake and 106 cc exhaust ports and were
optimized for NASCAR 355's. The C302's were the final version of these
heads and had the the smallest ports (212 cc intake and 95 cc exhaust,
optimized for 320 cid and under Trans Am engines). They were also
designed to permit (require) custom porting for larger displacement
applications.
Since this family of heads was originally based upon iron 4V heads, they
are compatible with Boss 302, Boss 351, and 351 SVO valvetrain components
and pistons. Except for the intake and exhaust manifold differences
that are required by the port location and shape differences, these heads
were designed to be 1-for-1 replacements for Boss 351 cylinder heads.
They use a Cleveland style quench chamber and standard 302 Boss/351
Boss/351C/351 SVO valve train parts (will accept 2.19"/1.71" valves).
They have cast iron seats and guides (titanium valve compatible) and are
set up for studs and guide plates. They are also cast with combustion
face and front and rear coolant outlets to allow use on Windsor, Cleveland,
and SVO blocks. Pipe plugs are provided to seal the threaded openings as
required. The fact that they are basically bolt-ons, unlike the Yates,
makes them very desirable heads, particularly for applications like
Panteras
where off-the-shelf headers exist.
The earliest versions of these heads went by a "Phase" designation and were
originally referred to as Phase 1 (A3), Phase 1 3/4 (B351), and Phase III
(C302, D302) heads and may have the designation cast into the rocker area.
Some of the early heads had the word "SPECIAL" cast into the rocker area,
as well. I have a set of A3 heads that are Phase 1 1/2. They differ from
the usual A3's in that they have narrower intake ports. The intake ports
are closer in size to the later C302 ports than the usual A3. The exhaust
side appears to be standard A3. Apparently, these variations are not
unusual
as there were various versions of these heads cast for specific
applications
and race teams. There were also minor variations of the these heads. For
instance, the D302 was an unmachined version of the C302.
Roush and Edelbrock cast a variety of aluminum single plane race intakes
for the early high port heads. These heads are no longer in production,
though pop up on the used market from time-to-time. Specifications and
notes follow:
A3/B351/C302/D302 SVO High Port Canted Valve Aluminum Heads
-----------------------------------------------------------
Part CC's Int Exh Int Exh Description
Number Port Port Vlv Vlv
Vol Vol Dia Dia
CC's CC's In In
M-6049-A3 62 241 134 2.19 1.71 optimized for 355 cid
and larger, drag racing,
circle track, etc.
M-6049-B351 62 223 106 2.15 1.65 optimized for NASCAR
M-6049-C302 62 212 95 2.15 1.65 optimized for Trans Am,
320 cid and under
M-6049-C302B 62 212 95 2.15 1.65 designed to permit
custom porting, not
legal for Winston Cup
M-6049-D302 62 212 95 2.15 1.65 same as C302 w/o port
throat machining or
valve seats/guides
M-6049-D302B 62 212 95 2.15 1.65 same as C302B w/o port
throat machining or
valve seats/guides,
not legal for Winston
Cup
A3/B351/C302/D302 Head Notes:
----------------------------
1. The M-6049-A3 head has the largest intake port volume (241 cc's)
and exhaust port volume (134 cc's), intake flows 280 cfm @ 25 in Hg
as cast, doesn't respond to rpm transitions as well as B351 or C302,
has slight bend on intake port wall to accomodate pushrods, raised
floor increases port radius, straightening the turn for incoming
mixture and minimizing fuel separation, optimized for 355 and larger,
drag racing, circle track, etc. The A3 heads were based upon high
ported
iron Boss 351 heads. Ports were designed by Jack Roush, Bud Moore and
Leonard Wood. Also known as Phase 1.
2. The M-6049-B351 has intermediate port volumes (223 cc's intake,
106 cc's exhaust, flows 260 cfm @ 25 in Hg as cast, intake port
wall filled around pushrod area to straighten it, intake floor same
as A3, material added to exhaust port floor increasing radius for
flow, optimized for NASCAR. Bud Moore intake ports, Leonard Wood
exhaust. Also known as Phase 1 3/4.
3. The M-6049-C302 has the smallest port volumes (212 cc's intake,
95 cc's exhaust), at the radius the intake port floor has been
filled about 0.120" which forms a slight hump to lift incoming
mixture and drop it evenly around the valve, like B351 wall filled
around pushrod to ensure straightness, optimized for Trans Am 320
cubes and under, narrow ports for increased velocity. Tony Oddo
intake ports, Ernie Elliot exhaust. Also known as the Phase 3.
Preferred NASCAR/road race head. Originally listed in the 1984
Ford Motorsport catalog as being available in March 1984 under
p/n M-6049-A302.
4. B versions (M-6049-C302B, M-6049-D302B) were revised for durability
but not approved by NASCAR, advertised as "too hot for NASCAR" by
SVO, extra material in rocker pedestal area and at spring seats,
rocker cover raised 0.2", improved heat treat, shoulder added to end
plug for improved sealing, outer bolt boss height raised to provide
common head bolt length.
5. All versions are fully compatible with 302 Boss/351 Boss/351 SVO
valve train parts (will accept 2.19"/1.71" valves) and have cast
iron seats and guides (titanium valve compatible), rocker stud
pedestals are machined flat and holes are tapped for threaded studs
and guide plates.
6. Uses Motorcraft AG-series spark plug (14 mm, 3/4 inch reach) with
gasket.
7. Head is cast with combustion face and front and rear coolant outlets
to allow use on 351W and 351C blocks. Pipe plugs are provided to
seal openings as needed. On Clevelands, install pipe plug in holes
on end of heads.
8. Originally referred to as Phase 1, 1 1/2, 1 3/4, and III heads.
9. The Brodix BF300 series heads are bolt-on replacements for the C302B
heads.
10. Nominal combustion chamber volume for the high port heads is usually
listed at 62 cc's, though Ford Motorsport sometimes lists 65 cc's.
11. Special versions of these heads were made for certain race teams.
12. High port heads (at least the C302B versions) take a different rocker
stud than the iron Cleveland heads. The head end is shorter. On
C302/C302B heads, it's not unusual for the stud hole to poke through
into the port roof (those heads have a higher port roof) so sealer
is required on the studs.
13. High port heads had two different exhaust flange bolt patterns and
both are different from iron Cleveland heads. The later version had
one row of bolts moved about a bolt diameter to make more room for
porting. High port headers often have their bolt holes slotted to fit
either bolt pattern. I've heard but not verified the later pattern is
close to the BBC dog-eared pattern. The early pattern had a staggered
bolt pattern similar to the iron Cleveland heads but with different
dimensions. Measured diagonally across the exhaust port, the
center-to-center bolt hole distance is 2.77". All cast areas across
top of exhaust ports are flat. The later pattern had a similar
pattern
but the center-to-center bolt hole distance is 2.94" when measured
diagonally across the exhaust port. The cast areas across top of
exhaust ports have bumps on the right side with material added for the
revised bolt hole locations. I've also seen some heads that had the
later casting but were drilled for the early flange.
14. The heads were designed to bolt directly onto Cleveland, Windsor, or
hybrid race blocks (Ford Motorsport, Fontana, Dart, World Products,
etc.). The difference is where the coolant flow is routed. Cleveland
intakes are dry and have a coolant passage on the deck face. Windsors
have wet intakes with the passage on the intake manifold face. The
heads came drilled for 351C blocks and came with aluminum plugs that
you screwed into the deck face holes if you used them on Windsor
blocks.
On Windsor blocks you drilled the intake manifold holes or routed the
coolant out the front of the heads.
15. February 1986 Hot Rod article mentions a planned M-6049-E302 Phase 4
head that was not yet finalized but would be a "90 % race ready"
version of the C302 head and would require less port grinding.
Was supposed to have Roush/Oddo ports.
Tony Oddo of T.O.E. Performance: "Ernie and I designed the 'C' head as a
joint
venture. I did the intake and Ernie did the exhaust. This was in January
'83.
In fact, we did the 'C' heads for Ernie until the first of the year
(January
'85). We did the complete intake port and chamber welding, then Kent would
do
the exhaust ports and Ernie fined-tuned them from there. In '83-'84
everything we did (NASCAR) was for Elliot. We did all 'C' heads. Kent did
the 'B' heads. We did about six sets for him. Ernie and I did all the R&D
on
the heads." Larry Widmer designed the D302 version
High Port Family Gasket Notes:
------------------------------
Head Gaskets:
M-6051-A331: Blue Fel Pro headgaskets for A3/B351/C302 heads on a Windsor
block. Does not have the round water transfer hole required for a
Cleveland block, otherwise same as A341. For 4.0" bore (and likely
overbores up to 4.060"). Solid metallic core with wire encased combustion
seal for competition application. Surfaces are coated with Teflon. Do
not use sealer. Can be used with iron Cleveland heads on Windsor block.
M-6051-A341: Blue Fel Pro headgaskets for A3/B351/C302 heads on a
Cleveland
block. Has the one round water transfer hole required for a Cleveland
block,
otherwise same as A331. For 4.0" bore (and likely overbores up to
4.060").
Solid metallic core with wire encased combustion seal for competition
application. Surfaces are coated with Teflon. Do not use sealer. Can be
used with iron Cleveland heads.
M-6051-B331: For A3/B351/C302 or iron Cleveland heads on Windsor block.
Same as M-6051-A341 except has bifurcated (enlarged dual) coolant transfer
holes added for improved cooling and upper front coolant hole deleted so
Cleveland or A3/B351/C302 heads can be used on Windsor block.
M-6051-B341: Same as B331 but for blocks bored to up to 4.125" (Fontana,
Dart, or Ford Motorsport race blocks). Bore flange valve pockets have
been
added to unshroud intake and exhaust valves. Unique right and left hand
gaskets.
Note: Both B331 and B341 can be used on Cleveland blocks if modified per
supplied instructions.
Intake Gaskets:
The Ford Motorsport intake gaskets for A3 heads were part number
M-9439-A341
but are no longer available. Fel Pro makes two intake gasket sets for the
Motorsport high port heads. 1229 is listed for A3 heads but the port
opening
measures the close to C302B heads (1.35" x 2.20"). 1265 is listed for
B351
and C302B heads but the port size is listed as 1.35" x 2.22". Consider
both
to be trim-to-fit for larger intake port openings. P/N 1229 has round
holes
on both ends in case you run coolant through the intake (like a Windsor
block).
Also, 1229 comes with a tube of black RTV but no end seals. Both 1229 and
1265
are 0.060" thick. Fel Pro makes similar intake gaskets in thinner (12531
is
0.030", FEL-12532 and 1253S2 are 0.045") and thicker (12535 is 0.120")
sizes
for Yates heads that could probably be adapted if you need to compensate
for
head or intake milling.
Exhaust gaskets:
Fel Pro p/n 1417: A3 cylinder heads (1.94" diameter round port size)
Fel Pro p/n 1431: B351/C302 cylinder heads (1.81" diameter round port size)
Fel Pro p/n 1433: Yates cylinder heads (1.86" x 1.68" port size)
Note: Both 1417 and 1431 have the late style bolt pattern. The only
difference is the size of the hole.
Another gasket that might come in handy is the double thick valve cover
gaskets. If you have clearance issues with roller rockers and your valve
covers, Fel-Pro makes part number 1636, a thick three layer
(cork-metal-cork)
valve cover gasket which improves clearance.
Other stuff you may or may not know about, high port heads require one inch
longer head bolts/studs (use hardened washers). A3's, B351's, and early
versions of the C302 heads had one short bolt. Later C302B's got common
length bolts. The high port heads come with combustion face and front and
rear coolant outlets which get plugged with aluminum pipe plugs as needed.
Where the plugs go is a function of the block, whether or not the intake
has a coolant cross-over, and whether or not you run a remote coolant cross
-over. For instance, if you put high port heads on a Windsor style block
with a coolant cross-over manifold, the plugs go in the ends and the
combustion face and a 0.8" hole is drilled at the coolant cross-over.
The supplied instructions illustrate the options. Use a thread sealer and
make sure the plug is below or level with the deck surface. On Cleveland
blocks, pipe plugs go in the holes on the ends of the heads (coolant goes
from block to head, intake is dry). Also an external (not in manifold)
coolant crossover can be used (M-85920A351) to take water out the front of
the heads.
Dan Jones
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-------------- next part --------------
Curt,
Not sure about Reno yet. My Magic-8-Ball says "doubtful."
No Black Knight. But Killer-Bee Yellow. Ha!
Terry
"A Purple Heart proves you were smart enough to hatch a plan,
stupid enough to try it and lucky enough to survive!"
Terry W. Himes
JPL Jet Propulsion Laboratory
Dawn Spacecraft Team
Juno Systems & Software Team
TGO Sequence Lead
Phone: (818) 393-6261
Cell: (818) 653-8213
[1]thimes at jpl.nasa.gov
🇺🇸
From: Curt Hall <cuvee at sbcglobal.net>
Date: Tuesday, March 5, 2019 at 1:36 PM
To: Daniel C Jones <daniel.c.jones2 at gmail.com>, Terry Himes
<Terry.Himes at jpl.nasa.gov>
Cc: De Tomaso List <detomaso at server.detomasolist.com>
Subject: Re: [DeTomaso] Head ID
Hey Terry...
Far be it for Me to tell someone else to take their Pantera out in the
Rain, when I don't! But, I've been told the Panteras Don't melt in the
Rain? Now that's just what I've heard? So take your chances!
On a side note, do you have any Photo's of the Black Knight?
Will You be in Reno this year?
Curt
On Tuesday, March 5, 2019, 10:25:53 AM PST, Himes, Terry (397C) via
DeTomaso <detomaso at server.detomasolist.com> wrote:
I know I exist in a different world, but still, you guys are freaking
amazing!!
So much collective knowledge! Wow.
I stay up in Pasadena during the week for work, and rent a room from a
friend.
His garage is where I keep my Pantera. Some nights, I go home, take the
cover off,
sit in the garage with a cold beer, and just look at it. The style, the
look, is
amazing.
If it ever stops raining here, I'll fire it up and take it out to
stretch it's legs. The
feeling and sound of that 351 never gets old. Heads turn, people wave,
and the
cell phone camera's come out. What a great feeling!
Terry
"A Purple Heart proves you were smart enough to hatch a plan,
stupid enough to try it and lucky enough to survive!"
Terry W. Himes
JPL Jet Propulsion Laboratory
Dawn Spacecraft Team
Juno Systems & Software Team
TGO Sequence Lead
Phone: (818) 393-6261
Cell: (818) 653-8213
[2]thimes at jpl.nasa.gov
🇺🇸
On 3/5/19, 9:43 AM, "DeTomaso on behalf of Daniel C Jones"
<[3]detomaso-bounces at server.detomasolist.com on behalf of
[4]daniel.c.jones2 at gmail.com> wrote:
> Was wondering if anyone knows what these heads are on my Pantera?
Those are from the Ford Motorsport high port aluminum Cleveland
family.
These were the heads ran in Trans Am and NASCAR prior to the
introduction
of the Yates heads. They take specific headers due to the raised
exhaust
port and specific intakes due to the revised intake ports. You can
see
your casting number E3ZM-6049-C3 near the rocker arms and right
below that
is the casting date which appears to be 9/19/1990. The
C3/C302/C302B heads
were the smallest port versions and were designed to be ported
before use.
As cast, they would have Boss 351 style closed chambers but those
were
often modified, for instance to clear domed pistons. The high port
family
had two different exhaust bolt patterns. Yours are the later and
more
common one. They take longer head bolts or studs. It looks like
you have
the earlier head bolt bosses with one end boss a shorter height
than the
rest on the exhaust side. Most of the C302/C302B heads have a
common
exhaust bolt length. They take Boss 351 style screw in studs and
guide
plates but I have also seem these which required a rocker shaft set
up
similar to what was used on the later Yates heads. Note that Ford
re-used
both cylinder head and intake part numbers on the later Yates
heads. You
should also check the part number on your intake manifold. Ford
made a
variety of matching intakes in both Cleveland (9.2") and Windsor
(9.5")
deck heights. Some had integral thermostat housings, others
required an
external thermostat housing. The intake part number should be
something
like M-9424-A331 or M-9424-A351. Forward pictures of your intake
and
headers as I may be able to tell you more about those as well.
Properly
ported and paired with a matching camshaft, they are excellent
performing
heads. My detailed high port head notes are attached below. I
also have
scans of the original Ford Motorsport installation instructions
(provided
by Jack DeRyke) if you need those.
Dan Jones
Ford Motorsport High Port Family
--------------------------------
These were Ford's racing cylinder heads before the Yates cylinder
heads
were introduced. The high port canted valve aluminum heads
included
three basic designs: the A3, B351, and C302. The A3 was the
earliest
of this family of heads. They were basically an aluminum evolution
of
the Pro Stock high ported iron 4V's. Back in the '70's, when
351C's
were campaigned in the Pro Stock drag class, it was standard
practice
to cut off the exhaust ports of iron 4V Boss 351 heads and bolt on
an
aluminum plate that had a raised exhaust port location. Some
racers also
filled in the bottom 1/3 or so of the intake port with epoxy or
aluminum
port stuffers. The A3 is basically an improved aluminum version of
a
Pro Stock high ported 4V head. The intake port is the same width
as
an iron 4V (and is in the same location) but the lower portion is
filled
in. The exhaust ports are circular in cross section and radically
raised
compared to a 4V exhaust port and have a different bolt pattern so
custom
headers are required. For an intake manifold, you can use a 4V
with the
ports filled or a Ford Motorsport A331 (by Edelbrock). Any of the
other
(non-Yates) Ford Motorsport high port intakes will also work but
will have
narrower ports. The A3's have the largest ports of the lot (241 cc
intake
and 134 cc exhaust) and were optimized for 355 cid and larger
engines used
in drag and circle track racing. The B351's came on the scene
next.
They had smaller 223 cc intake and 106 cc exhaust ports and were
optimized for NASCAR 355's. The C302's were the final version of
these
heads and had the the smallest ports (212 cc intake and 95 cc
exhaust,
optimized for 320 cid and under Trans Am engines). They were also
designed to permit (require) custom porting for larger displacement
applications.
Since this family of heads was originally based upon iron 4V heads,
they
are compatible with Boss 302, Boss 351, and 351 SVO valvetrain
components
and pistons. Except for the intake and exhaust manifold
differences
that are required by the port location and shape differences, these
heads
were designed to be 1-for-1 replacements for Boss 351 cylinder
heads.
They use a Cleveland style quench chamber and standard 302 Boss/351
Boss/351C/351 SVO valve train parts (will accept 2.19"/1.71"
valves).
They have cast iron seats and guides (titanium valve compatible)
and are
set up for studs and guide plates. They are also cast with
combustion
face and front and rear coolant outlets to allow use on Windsor,
Cleveland,
and SVO blocks. Pipe plugs are provided to seal the threaded
openings as
required. The fact that they are basically bolt-ons, unlike the
Yates,
makes them very desirable heads, particularly for applications like
Panteras
where off-the-shelf headers exist.
The earliest versions of these heads went by a "Phase" designation
and were
originally referred to as Phase 1 (A3), Phase 1 3/4 (B351), and
Phase III
(C302, D302) heads and may have the designation cast into the
rocker area.
Some of the early heads had the word "SPECIAL" cast into the rocker
area,
as well. I have a set of A3 heads that are Phase 1 1/2. They
differ from
the usual A3's in that they have narrower intake ports. The intake
ports
are closer in size to the later C302 ports than the usual A3. The
exhaust
side appears to be standard A3. Apparently, these variations are
not
unusual
as there were various versions of these heads cast for specific
applications
and race teams. There were also minor variations of the these
heads. For
instance, the D302 was an unmachined version of the C302.
Roush and Edelbrock cast a variety of aluminum single plane race
intakes
for the early high port heads. These heads are no longer in
production,
though pop up on the used market from time-to-time. Specifications
and
notes follow:
A3/B351/C302/D302 SVO High Port Canted Valve Aluminum Heads
-----------------------------------------------------------
Part CC's Int Exh Int Exh Description
Number Port Port Vlv Vlv
Vol Vol Dia Dia
CC's CC's In In
M-6049-A3 62 241 134 2.19 1.71 optimized for 355
cid
and larger, drag
racing,
circle track,
etc.
M-6049-B351 62 223 106 2.15 1.65 optimized for
NASCAR
M-6049-C302 62 212 95 2.15 1.65 optimized for Trans
Am,
320 cid and under
M-6049-C302B 62 212 95 2.15 1.65 designed to permit
custom porting,
not
legal for Winston
Cup
M-6049-D302 62 212 95 2.15 1.65 same as C302 w/o
port
throat machining
or
valve
seats/guides
M-6049-D302B 62 212 95 2.15 1.65 same as C302B w/o
port
throat machining
or
valve
seats/guides,
not legal for
Winston
Cup
A3/B351/C302/D302 Head Notes:
----------------------------
1. The M-6049-A3 head has the largest intake port volume (241 cc's)
and exhaust port volume (134 cc's), intake flows 280 cfm @ 25
in Hg
as cast, doesn't respond to rpm transitions as well as B351 or
C302,
has slight bend on intake port wall to accomodate pushrods,
raised
floor increases port radius, straightening the turn for
incoming
mixture and minimizing fuel separation, optimized for 355 and
larger,
drag racing, circle track, etc. The A3 heads were based upon
high
ported
iron Boss 351 heads. Ports were designed by Jack Roush, Bud
Moore and
Leonard Wood. Also known as Phase 1.
2. The M-6049-B351 has intermediate port volumes (223 cc's intake,
106 cc's exhaust, flows 260 cfm @ 25 in Hg as cast, intake port
wall filled around pushrod area to straighten it, intake floor
same
as A3, material added to exhaust port floor increasing radius
for
flow, optimized for NASCAR. Bud Moore intake ports, Leonard
Wood
exhaust. Also known as Phase 1 3/4.
3. The M-6049-C302 has the smallest port volumes (212 cc's intake,
95 cc's exhaust), at the radius the intake port floor has been
filled about 0.120" which forms a slight hump to lift incoming
mixture and drop it evenly around the valve, like B351 wall
filled
around pushrod to ensure straightness, optimized for Trans Am
320
cubes and under, narrow ports for increased velocity. Tony
Oddo
intake ports, Ernie Elliot exhaust. Also known as the Phase 3.
Preferred NASCAR/road race head. Originally listed in the 1984
Ford Motorsport catalog as being available in March 1984 under
p/n M-6049-A302.
4. B versions (M-6049-C302B, M-6049-D302B) were revised for
durability
but not approved by NASCAR, advertised as "too hot for NASCAR"
by
SVO, extra material in rocker pedestal area and at spring
seats,
rocker cover raised 0.2", improved heat treat, shoulder added
to end
plug for improved sealing, outer bolt boss height raised to
provide
common head bolt length.
5. All versions are fully compatible with 302 Boss/351 Boss/351 SVO
valve train parts (will accept 2.19"/1.71" valves) and have
cast
iron seats and guides (titanium valve compatible), rocker stud
pedestals are machined flat and holes are tapped for threaded
studs
and guide plates.
6. Uses Motorcraft AG-series spark plug (14 mm, 3/4 inch reach)
with
gasket.
7. Head is cast with combustion face and front and rear coolant
outlets
to allow use on 351W and 351C blocks. Pipe plugs are provided
to
seal openings as needed. On Clevelands, install pipe plug in
holes
on end of heads.
8. Originally referred to as Phase 1, 1 1/2, 1 3/4, and III heads.
9. The Brodix BF300 series heads are bolt-on replacements for the
C302B
heads.
10. Nominal combustion chamber volume for the high port heads is
usually
listed at 62 cc's, though Ford Motorsport sometimes lists 65
cc's.
11. Special versions of these heads were made for certain race
teams.
12. High port heads (at least the C302B versions) take a different
rocker
stud than the iron Cleveland heads. The head end is shorter.
On
C302/C302B heads, it's not unusual for the stud hole to poke
through
into the port roof (those heads have a higher port roof) so
sealer
is required on the studs.
13. High port heads had two different exhaust flange bolt patterns
and
both are different from iron Cleveland heads. The later
version had
one row of bolts moved about a bolt diameter to make more room
for
porting. High port headers often have their bolt holes slotted
to fit
either bolt pattern. I've heard but not verified the later
pattern is
close to the BBC dog-eared pattern. The early pattern had a
staggered
bolt pattern similar to the iron Cleveland heads but with
different
dimensions. Measured diagonally across the exhaust port, the
center-to-center bolt hole distance is 2.77". All cast areas
across
top of exhaust ports are flat. The later pattern had a similar
pattern
but the center-to-center bolt hole distance is 2.94" when
measured
diagonally across the exhaust port. The cast areas across top
of
exhaust ports have bumps on the right side with material added
for the
revised bolt hole locations. I've also seen some heads that
had the
later casting but were drilled for the early flange.
14. The heads were designed to bolt directly onto Cleveland,
Windsor, or
hybrid race blocks (Ford Motorsport, Fontana, Dart, World
Products,
etc.). The difference is where the coolant flow is routed.
Cleveland
intakes are dry and have a coolant passage on the deck face.
Windsors
have wet intakes with the passage on the intake manifold face.
The
heads came drilled for 351C blocks and came with aluminum plugs
that
you screwed into the deck face holes if you used them on
Windsor
blocks.
On Windsor blocks you drilled the intake manifold holes or
routed the
coolant out the front of the heads.
15. February 1986 Hot Rod article mentions a planned M-6049-E302
Phase 4
head that was not yet finalized but would be a "90 % race
ready"
version of the C302 head and would require less port grinding.
Was supposed to have Roush/Oddo ports.
Tony Oddo of T.O.E. Performance: "Ernie and I designed the 'C' head
as a
joint
venture. I did the intake and Ernie did the exhaust. This was in
January
'83.
In fact, we did the 'C' heads for Ernie until the first of the year
(January
'85). We did the complete intake port and chamber welding, then
Kent would
do
the exhaust ports and Ernie fined-tuned them from there. In
'83-'84
everything we did (NASCAR) was for Elliot. We did all 'C' heads.
Kent did
the 'B' heads. We did about six sets for him. Ernie and I did all
the R&D
on
the heads." Larry Widmer designed the D302 version
High Port Family Gasket Notes:
------------------------------
Head Gaskets:
M-6051-A331: Blue Fel Pro headgaskets for A3/B351/C302 heads on a
Windsor
block. Does not have the round water transfer hole required for a
Cleveland block, otherwise same as A341. For 4.0" bore (and likely
overbores up to 4.060"). Solid metallic core with wire encased
combustion
seal for competition application. Surfaces are coated with
Teflon. Do
not use sealer. Can be used with iron Cleveland heads on Windsor
block.
M-6051-A341: Blue Fel Pro headgaskets for A3/B351/C302 heads on a
Cleveland
block. Has the one round water transfer hole required for a
Cleveland
block,
otherwise same as A331. For 4.0" bore (and likely overbores up to
4.060").
Solid metallic core with wire encased combustion seal for
competition
application. Surfaces are coated with Teflon. Do not use sealer.
Can be
used with iron Cleveland heads.
M-6051-B331: For A3/B351/C302 or iron Cleveland heads on Windsor
block.
Same as M-6051-A341 except has bifurcated (enlarged dual) coolant
transfer
holes added for improved cooling and upper front coolant hole
deleted so
Cleveland or A3/B351/C302 heads can be used on Windsor block.
M-6051-B341: Same as B331 but for blocks bored to up to 4.125"
(Fontana,
Dart, or Ford Motorsport race blocks). Bore flange valve pockets
have
been
added to unshroud intake and exhaust valves. Unique right and left
hand
gaskets.
Note: Both B331 and B341 can be used on Cleveland blocks if
modified per
supplied instructions.
Intake Gaskets:
The Ford Motorsport intake gaskets for A3 heads were part number
M-9439-A341
but are no longer available. Fel Pro makes two intake gasket sets
for the
Motorsport high port heads. 1229 is listed for A3 heads but the
port
opening
measures the close to C302B heads (1.35" x 2.20"). 1265 is listed
for
B351
and C302B heads but the port size is listed as 1.35" x 2.22".
Consider
both
to be trim-to-fit for larger intake port openings. P/N 1229 has
round
holes
on both ends in case you run coolant through the intake (like a
Windsor
block).
Also, 1229 comes with a tube of black RTV but no end seals. Both
1229 and
1265
are 0.060" thick. Fel Pro makes similar intake gaskets in thinner
(12531
is
0.030", FEL-12532 and 1253S2 are 0.045") and thicker (12535 is
0.120")
sizes
for Yates heads that could probably be adapted if you need to
compensate
for
head or intake milling.
Exhaust gaskets:
Fel Pro p/n 1417: A3 cylinder heads (1.94" diameter round port
size)
Fel Pro p/n 1431: B351/C302 cylinder heads (1.81" diameter round
port size)
Fel Pro p/n 1433: Yates cylinder heads (1.86" x 1.68" port size)
Note: Both 1417 and 1431 have the late style bolt pattern. The
only
difference is the size of the hole.
Another gasket that might come in handy is the double thick valve
cover
gaskets. If you have clearance issues with roller rockers and your
valve
covers, Fel-Pro makes part number 1636, a thick three layer
(cork-metal-cork)
valve cover gasket which improves clearance.
Other stuff you may or may not know about, high port heads require
one inch
longer head bolts/studs (use hardened washers). A3's, B351's, and
early
versions of the C302 heads had one short bolt. Later C302B's got
common
length bolts. The high port heads come with combustion face and
front and
rear coolant outlets which get plugged with aluminum pipe plugs as
needed.
Where the plugs go is a function of the block, whether or not the
intake
has a coolant cross-over, and whether or not you run a remote
coolant cross
-over. For instance, if you put high port heads on a Windsor style
block
with a coolant cross-over manifold, the plugs go in the ends and
the
combustion face and a 0.8" hole is drilled at the coolant
cross-over.
The supplied instructions illustrate the options. Use a thread
sealer and
make sure the plug is below or level with the deck surface. On
Cleveland
blocks, pipe plugs go in the holes on the ends of the heads
(coolant goes
from block to head, intake is dry). Also an external (not in
manifold)
coolant crossover can be used (M-85920A351) to take water out the
front of
the heads.
Dan Jones
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