Couple things:

I referred a guy to you that was selling an airgap, did you hear from him?

2nd, I hate to burst your bubble but running 10.5:1 compression on 93 octane with iron heads is going to be a problem. You are going to have detonation out the ying-yang unless you run your timing serverely retarded or have a huge duration camshaft that will bring it down to 9:1 running compression.

My suggestion is (unless you are class racing) is to get a set of World Windsor JR heads. They can be found reasonable used and especially in the price range you are looking for. I know there is a guy who has a set on carbdford.com forum.

 

Capri,

Yeah, I heard from him, he's supposed to send some pics later. You decided not to sell yours?

Also, the 10.5:1 would be better suited with aluminum heads you're saying? The price of the aluminum heads I'm seeing is out of my budget. I'm looking for some vintage racing heads from an old Trans Am or Can Am car. 10:1 seems achievable with iron, I think stock RC is 9.0:1. I used to run 93 octane with 11.2:1 with aluminum heads on an LS1; however that's totally different animal. I was told 1CR higher for aluminum vs iron.

 

Capri,

Yeah, I heard from him, he's supposed to send some pics later. You decided not to sell yours?

Also, the 10.5:1 would be better suited with aluminum heads you're saying? The price of the aluminum heads I'm seeing is out of my budget. I'm looking for some vintage racing heads from an old Trans Am or Can Am car. 10:1 seems achievable with iron, I think stock RC is 9.0:1. I used to run 93 octane with 11.2:1 with aluminum heads on an LS1; however that's totally different animal. I was told 1CR higher for aluminum vs iron.

You decided not to sell yours?
I hadn't heard back from you, or at least I thought I hadn't. I received so much email that night and I didn't see anything from you. I was going through all the email this morning and I came across the 1st email from you and I highlighted it and selected from sender...low and behold I see the 2nd one from you. I don't know how I missed it. When I thought I hadn't heard back I figured you were still shopping and I was OK with that. I do apologize.


Also, the 10.5:1 would be better suited with aluminum heads you're saying?

There is no real simple answer here but here goes. As a rule of thumb take your octane rating 93 and move the decimal one place to the right. 9.3 that is the general highest safest compression ratio you can run with an iron head. Add one whole point 10.3 for an aluminum head. The aluminum head wicks off head quicker than the iron head does which enables you to get away with the higher compression.

Now as I said this is a rule of thumb and as you said..." I was told 1CR higher for aluminum vs iron. "

Where it gets interesting is with cam timing and duration and combustion chamber design.

2 years ago I upgraded my Capri with the E7 heads I had ported. I took off the E5 heads which were probably 69cc. I didn't take time to actually CC the heads but CC'd a set of D8's and stopped at 72cc and the chambers were not even close to full. Makes me wonder how many 7.8:compression 302's there were.

Anyway, I did CC 2 chambers on the E7 heads. I think Ford says they are supposed to be 61-63cc mine were 58cc. I was grinning thinking I was going to jump a whole compression point. I normally ran 87 octane and I soon found out I could hear this thing pinging when I got on it and could hear it over the flow masters. I experimented with different octane ratings and 2 different brands of booster. Driving daily I ran 93 octane.

Last summer I sold the E7's and installed a new set of Windsor Jr heads. The chamber is 58cc too but it is a very efficient heart shaped chamber. I can now run 87 octane with out a problem. No pinging, none.

Chamber design plays a lot into it...

I used to run 93 octane with 11.2:1 with aluminum heads on an LS1; however that's totally different animal.

and the LS1 has a very good efficient chamber design. We Ford heads should be very happy the LS1 didn't hit the streets 20 years ago because the 5.0 craze would have been a flash in the pan.

I'm looking for some vintage racing heads from an old Trans Am or Can Am car.

Here is the rub with looking for this stuff.

1. It's rare
2. Factory Ford Racing parts get burried with their owners when they die
3. Unlike GM Ford was very exclusive with their speed parts so anyone having them is likely to not sell them.
4. Anyone who says they have them and will sell them for $600 is lying, they do not have them.
5. If they are actually for sale for $600 and they are the genuine article will get sold to someone else who will scoop them for more money so the collector can say he has a set.
6. Most important you will be trying to achieve a compression ratio with a 40+ year old combustion chamber design which will put you back into the cycle I was mentioning before.

It would really help to know what you are building, what parts you are using, what you are trying to achieve and I would be glad to help and bump you in the right direction.

Sorry classifieds section this post should have been in tech

 

i have some windsor sr's for sale on here if your interested. good condition and right in your price range.. i can work a little with price if you would like.

 

You ought to know that unless he has after market pistons he can't use your heads because they have 2.02" intakes. Plus, if they are unaltered and still 64cc he would get just under 9:1 compression zero decked with a .038" head gasket and 6cc valve reliefs. He'd either need a pop up piston or mill 9cc's off just to hit 10:1

Dude I am not trying to slam you, the SR series are decent heads. It's just he has a specific goal and what you are offering will not help him.

 

i got a set of procomp heads, if buyer backs out, ill sell them to for for $650 shipped. 210cc intake 2.05 valves they flow 300/220 60cc chambers, they will allow you to run 10.5-11:1 CR no prob

 

If LeMans doesn't bite GaBoy let me know, I think I am interested

 

The heads you are looking for are called crane fireball heads. They will have lots of epoxy in them where the porter went thru the walls. We cut into the combustion chamber to unshroud the intake valve and made over 525 hp on a 351 w, great heads. wish i had a set now. I think this was what shelby used on the cobra. I paid 400 18 yrs ago for a fresh set.crane used 65 289 heads.

 

Interesting

 

To possibly set the story on the 289 heads straight, I am currently running a 289 with extremely worked on heads. The ones that I am running are the 289K head, known as the hi-po head. These are the early ones with a 47cc chamber. With a trw forged piston I am running @ 11.5 to 1 comp. Now, the heads are fitted with 184 intake and 160 exhaust valves, and the chambers are worked to un shroud the valves. Some have tried to use 192 intake but that is cutting it close. I am using the hi-po rods stock crank, and comp cam solid flat @560 lift 108 center cam. Shift point @ 6800 rpm. with 93 oct. gas and no spark knock. I am putting lead additive in the fuel. The reason of no knock is because of the small chambers in the 289 heads.
I do have a set of 289 65,66 heads with the cast in push rod guides if interested. The later heads opened up the push rod guide holes so if You want to use hardened push rods You would have to add the guides. The only big difference in the 289k and the other 289 heads is that the k heads have cast in valve spring cups.