What would you classify as the less desirable heads? Am I reading that right that all C heads are less desirable?



C0TE

C0AE

C1AE

C1TE



???

Heber City, UT (15 mins outside of Park City- basically it's in the mountains)

55 Effie

I would say that for all out performance, the C head is less desirable than, say Gs or 113s. But remember, '56 is the second most powerful year for the Y. C heads were used in '56.


Lawrenceville, GA

I have a set of C1TE heads that I was just planing on adding oversize valves with a port and polish. But, I found a set of 57' G heads 4 hours south of here that I could get for fairly inexpensive. Would it be worth the trip, knowing that I'd still probably port/polish/relieve the G heads as well?


Heber City, UT (15 mins outside of Park City- basically it's in the mountains)

55 Effie

I would guess it would be worth it if high performance is what you have in mind. I think the flow restrictions with the Bs and Cs come into play as one approaches the higher end of the rpm spectrum. As for me, I don't approach the redline and in fact rarely surpass 4000, so my ported and polished C heads are fine.

I would never say that you can't make a Y-Block run good with ECZ-C heads or reworked C0TE C0AE C1AE C1TE. However, if you are going to replace guides, valve job, hard seat, surface, maybe new valves and springs, port and polish you might as well start with the best you can find if you're after performance.

As I recall, Ford rated both a 56 4-bbl 292 and a 57 2-bbl 292 @ close to 205hp. I think the ECZ-G heads had a lot to do with equalizing the power.

By less desirable I mean any head other than ECZ-G, -113 or -471. These are the only heads with a good lower port.

http://ford-y-block.com 

20 miles east of San Diego, 20 miles north of Mexico

This is very interesting stuff. Thanks John M. & Ted..

Grove Dawg-, even it you install oversize intakes, the real compression ratio of C1TE heads is likely well under 8 to 1 with composite gaskets. I'd buy the "G" heads, but check them for cracks between the center exhaust valves first.

Paul

If talking about heads, it’s necessary to clarify exactly which heads are being talked about.  The ‘C’ heads in most conversations are the ECZ-C heads in particular and not the COTE, COAE, C1AE, or C1TE heads.  The ECZ-C heads are in a completely different class from the COTE, COAE, C1AE, or C1TE heads and each group subsequently has different attributes in which to attempt to get performance out of them.  As John brings up, using the ECZ-G, 113, or 471 heads are the more desirable head castings in which to start with for any kind of serious performance.

Lorena, Texas (South of Waco)

Perfecto! Thanks duders!

Heber City, UT (15 mins outside of Park City- basically it's in the mountains)

55 Effie

Grovedawg,

Don't the C1TE heads you wanted to modify have the large sodium filled exhaust valves?

Has anybody modified these for a hipo motor?

55 Vicky & customline

58 Rack Dump, 55 F350 yard truck, 57 F100

59 & 61 P 400's, 58 F100 custom cab, 69 F100, 79 F150, 82 F600 ramp truck, 90 mustang conv 7 up, 94 Mustang, Should I continue?

C1TEs have the 1.65 intakes with usual valve stem and 76 or 77 cc combustion chambers.  ECR-A heads and maybe others have the sodium filled valves. 

I had a set of ECR-As (1956-?) and was going to redo them.  It would be easy to replace the sodium valves with regular valves through use of new guides.  The sodium material is contained in the valve stem, so they are a very thick 7/16 in.  The combustion chamber cc'd at 73 and the head looked very similar to an ECZ-C.  It ended up that both heads were cracked. 

Mike, located in the Siskiyou mountains, Southern, OR 292 powered 1946 Ford 1/2 ton, '62 Mercury Meteor, '55 Country Squire (parting out), '64 Falcon, '54 Ford 600 tractor.