A.P.D. does an Iron 460 Ford Head (2.250 valve)

... hello guys, we've got a truck pull engine here in the shop, and i decided to see what i could get from the stock iron heads that were on the engine, i installed a 2.250 and the chamber is untouched still, and flow testing was done on a 4.375 bore ... i was very happy with the results so far, once i get the chamber worked i'll test it again and post any changes ...

... i've never ported a set of these heads, so i was a little surprized to say the least ... i would like to get some feed back from you guys, like what is the normal CFM of ported iron heads, valve sizes, HP, Torque, RPM etc ...


(4.375 bore)

.100 - 79.6
.200 - 149.8
.300 - 218.8
.400 - 263.9
.500 - 316.1
.600 - 351.5
.700 - 370.2
.800 - 383.6
.900 - 390.5
.950 - 395.7


((( P.S. ))) .... how do i get the pictures to load ??? .... i submitted the Query, but no pics ??? ...

Nice work use photobucket to upload pics.... would love to see what the intake looks like

Which Iron head? D0OE-R, D0VE-C, D2OE-AB, D3VE, D2VE, C8VE, Blue Thunder, EX-514

It looks by the numbers you laid the short turn back too much. You can get a little over 400 cfm by .850 lift if you work the bowl correctly. With your numbers peaking @ .950 I can tell the short side was worked on a smidge too much.

The Dooe-r is a killer stock head. I assume it's an SCJ head if its a passenger car head you are tha man............

lghting94 wrote:Which Iron head? D0OE-R, D0VE-C, D2OE-AB, D3VE, D2VE, C8VE, Blue Thunder, EX-514

IDT-572 wrote:It looks by the numbers you laid the short turn back too much. You can get a little over 400 cfm by .850 lift if you work the bowl correctly. With your numbers peaking @ .950 I can tell the short side was worked on a smidge too much.

The Dooe-r is a killer stock head. I assume it's an SCJ head if its a passenger car head you are tha man............

... it is a (D3VE-A2A) casting, what ever that is ?? ...

I have never seen numbers like that out of a set of D3's........... My hats off to you.

IDT-572 wrote: I have never seen numbers like that out of a set of D3's........... My hats off to you.

... thank you, i was looking at your Series 1500 head last night, HOLY CRAP !!! ... very nice !!! ...

bruno wrote:Nice work use photobucket to upload pics.... would love to see what the intake looks like

... thanks, i finally figured it out, lol ...

twinturrbo406 wrote:

IDT-572 wrote: I have never seen numbers like that out of a set of D3's........... My hats off to you.

... thank you, i was looking at your Series 1500 head last night, HOLY CRAP !!! ... very nice !!! ...

Those are not my heads but I have a set of the IDT A+ heads

John Cornell is the man that developed and cast those heads.

twinturrbo406 wrote:

lghting94 wrote:Which Iron head? D0OE-R, D0VE-C, D2OE-AB, D3VE, D2VE, C8VE, Blue Thunder, EX-514

IDT-572 wrote:It looks by the numbers you laid the short turn back too much. You can get a little over 400 cfm by .850 lift if you work the bowl correctly. With your numbers peaking @ .950 I can tell the short side was worked on a smidge too much.

The Dooe-r is a killer stock head. I assume it's an SCJ head if its a passenger car head you are tha man............

... it is a (D3VE-A2A) casting, what ever that is ?? ...

That's a nice looking bowl, can you do that now eight times in a row

nice work

IDT-572 wrote:

twinturrbo406 wrote:

lghting94 wrote:Which Iron head? D0OE-R, D0VE-C, D2OE-AB, D3VE, D2VE, C8VE, Blue Thunder, EX-514

IDT-572 wrote:It looks by the numbers you laid the short turn back too much. You can get a little over 400 cfm by .850 lift if you work the bowl correctly. With your numbers peaking @ .950 I can tell the short side was worked on a smidge too much.

The Dooe-r is a killer stock head. I assume it's an SCJ head if its a passenger car head you are tha man............

... it is a (D3VE-A2A) casting, what ever that is ?? ...

That's a nice looking bowl, can you do that now eight times in a row

.... oh yes, i do it everyday all day long, lol, but really i just prefer to make the master-port, digitize it, locate it, and throw it in our 5-Axis RMC and let it make the other 7, lol ...
.... that thing is way faster then me ....

Nice numbers. My D3's hit about 300 @ .500 lift and then started sounding funky at .600 lift, but it's OK because my car is slow.

cletus66 wrote:Nice numbers. My D3's hit about 300 @ .500 lift and then started sounding funky at .600 lift, but it's OK because my car is slow.

... i can fix that for you ??? ...

so you have have a cnc program for cast iron heads ????

5pointslow wrote:so you have have a cnc program for cast iron heads ????

... i just made this shape a few days ago but we will be digitizing it as soon as im done with the exhaust port and chamber ...

What are the angles on the valve job?

What bench?

What valve?

Those are some pretty awesome numbers for a D3

I have two questions. Why use such a big combustion chambered head on a truck pulling engine and why was the head flowed on such a small bore?

dfree383 wrote:What are the angles on the valve job?

What bench?

What valve?

Those are some pretty awesome numbers for a D3

... SF-1020 bench, Manley 2.250 valve, 50 degree seat ...

72puller wrote:I have two questions. Why use such a big combustion chambered head on a truck pulling engine and why was the head flowed on such a small bore?

... these are the heads we have from the engine to use, we'll get the compression with the deck hgt. and the piston, once the head work is complete, we'll pull a chamber mold and have the pistons made for our needs ...

... the 4.375 bore was already in the stand, so i used it, i'm not done with the testing, which from this point will be mostly chamber modification and changes in bore size ... the port sounds really good with no back-ups at all, so i think i'm done with the port, depending on what the port map and FPS data looks like, i may shrink the 2nd choke point % up a little ...

Well you just took the Mad-Porter to school.
.

res0rli9 wrote:Well you just took the Mad-Porter to school.
.

... the mad porter ?? ...

5pointslow wrote:so you have have a cnc program for cast iron heads ????

... once i finish the chamber and exhaust port, yes, we will be able to CNC this port into iron cylinder heads, our RMC has a rigid-spindle with very large motors, iron is not a problem ...

twinturrbo406 wrote:

IDT-572 wrote:I assume it's an SCJ head...

... it is a (D3VE-A2A) casting, what ever that is ?? ...

I wish to make a note about the two cylinder head castings in question: Note in the above picture that the guide boss on the D3VE's intake runner is almost completely removed. I can readily confirm that this is certainly possible on the early passenger car castings (C8VE, C9VE, D0VE, D3VE, etc). I can also readily confirm that it is not possbile on the D0OE-R castings...that is to say, if you attempt to lower the guide boss this much with the iron CJ head, you'll hit water (the guide bosses on the D0OE-R heads are hollow/part of the water jacket).

Paul

P.S: Also, this approach is for race shit only, meaning that the resulting valve guide length is shortened so greatly that guide life expectancy is reduced accordingly. This is not meant as criticism and frankly the above workmanship looks just fine; I only wish to clarify for the onlookers that work this extensive falls under "application specific" and/or "competition only."

Paul Kane wrote:

twinturrbo406 wrote:

IDT-572 wrote:I assume it's an SCJ head...

... it is a (D3VE-A2A) casting, what ever that is ?? ...

I wish to make a note about the two cylinder head castings in question: Note in the above picture that the guide boss on the D3VE's intake runner is almost completely removed. I can readily confirm that this is certainly possible on the early passenger car castings (C8VE, C9VE, D0VE, D3VE, etc). I can also readily confirm that it is not possbile on the D0OE-R castings...that is to say, if you attempt to lower the guide boss this much with the iron CJ head, you'll hit water (the guide bosses on the D0OE-R heads are hollow/part of the water jacket).

Paul

P.S: Also, this approach is for race shit only, meaning that the resulting valve guide length is shortened so greatly that guide life expectancy is reduced accordingly. This is not meant as criticism and frankly the above workmanship looks just fine; I only wish to clarify for the onlookers that work this extensive falls under "application specific" and/or "competition only."

... i agree, this is not a small amount of work, and app. specific is a perfect description i think, we are going to be pulling with this combo, i have heard other people talk about the "Liquid-Guides" in some Ford/460 stuff, i just wasnt sure which ones they were, thanks for the info ... some BBC stuff is that way too ...