Before anyone gets upset and before we go any further, just remember theimmortal words of Obe Wan Kenobi: "The dark side of the force is verypowerful as well, Luke." Perhaps we can gain the secrets of the otherside.
RICH'S 10 STEPS OF HEAD PREPARATION
1. USAGE--Factors such as cubic inches, compression, camshaft,and vehicle application were taken into consideration. In our case, theheads will top a 427 center oiler which will power a Nostalgia SuperStock Galaxie. From this, Rich is able to determine critical dimensionswithin the port such as pushrod cross section, cross section at turn,bowl width, valve-seat angle, and inside diameter.
2. MACHINING--Taking the valve seats to the desired size. Helpsform a smooth transition from port into bowl as well as across the valveinto the chamber.
4. FINISH PORTING--Exact measurements are determined. Finaladjustments are made prior to polishing.
5. POLISHING--100-grit cartridge rolls are used to blend under the seats and polish the chambers. 40-grit flapper rolls are used to polish the intake and exhaust ports. Finally, the exhaust ports get alittle more attention with 100-grit.
6. FINISH VALVE JOB--The stock 30-degree seat angles are changedto 45 degrees. This allows a change in the bottom angles of thecompetition five-angle valve job to allow for the smoothest transitionof airflow.
7. "CC" PROCESS--Combustion chambers and runners are "cc'd" toensure proper sizing and balancing.
8. FLOW TEST--Super-Flow bench is used for this step.
9. "DRESSING" VALVES--It is essential to obtain the proper facewidth and back angle on the valves.
10. PORT MATCHING--Done between the intake manifold and intakeports of the heads. This step is particularly critical when working with FE Ford engines due to a very short intake runner. For our application,we'll be using a Tunnel Wedge-style intake.
WHAT'S A TUNNEL WEDGE?
Many are not familiar with the term "Tunnel Wedge," which is used todescribe our manifold. The Tunnel Wedge was used in the Super Stockprogram in the late '60s and was not offered on any production Ford. Itis not to be confused with a Tunnel Port intake/heads that had roundintake ports with the pushrods running through tubes and dissecting therunner. The Tunnel Wedge intake looks like the Tunnel Port except itutilizes rectangular Medium-riser ports. It is a single-plane unit, thusit's better at high rpm than on the street. This is a reproduction unit,but OEM pieces can sell for around $900.
PROJECT SPECIAL NOTES
1. The Ford FE head has a very short intake runner, which makesit crucial that there are no tight curves or quick direction changeswithin the port.
2. Exhaust-port openings were opened on one side only in aneffort to straighten the runners, thus achieving a better line of sight.
3. Valve job was changed from 30-degree seat to 45 degrees. Therest of the angles, top and bottom, are top secret.
4. Intake-port roof was raised .125, opened inside wall up .100to straighten port.
The finished combustion chamber with the valves in place.
The stock port is tested on the flow bench.
The finished port is set up for the flow-bench test.
The finished combustion chamber without the valves in place.
A look at the whole head with the valves in place.
Here's a comparison of a stock FE intake port to the finished Edelbrockunit. The stock por
A look at the head with the interior port processes completed.
We're using a Tunnel Wedge intake, and the matching work has been doneto the manifold.
A view from the top. This Tunnel Wedge should be ready to perform to itsutmost capabilitie
This is a close-up of the matched intake port on the manifold.
The finished product after Rich's labor. Let's see what the figures haveto say about this.
It seems that with Edelbrock's moderately priced, easily modified,Performer FE aluminum cy