ex514 heads and intake

looking for some info on these heads and intakes, are they still available and what cubic inches would they be best on? also would they be good on a 600-632ci supercomp/gas motor with a t-stop? and what rockers can you run with them, T&D/jesel? or can you run a standard rocker? thanks

They will take any rocker setup that Motorsport,TFS,IDT Eliminator etc. A heads will take.Im not sure about the girdles.They are kinda obsolete these days because better options imo.

Rickyt630x wrote:looking for some info on these heads and intakes, are they still available and what cubic inches would they be best on? also would they be good on a 600-632ci supercomp/gas motor with a t-stop? and what rockers can you run with them, T&D/jesel? or can you run a standard rocker? thanks

 
I have personally owned one set of them, and I had them on display at the 2005 Block Summit in Leesville, MO when we held the Ford seminar out there at Wes's shop.  I am guessing I have ported and flowed about 10 sets of them. IMO they would be best suited on the 485 -572 CID engines.
 
They have a tight figure 8 shaped combustion chamber, and although I have sent molds of that chamber to Diamond Pistons for their knowledge and benefit,,, I still don't think they are making the dome correctly.  My main point being, that I know Diamond sells a "shelf stock" A-460 piston, race series Motorsport A & B dome, part #s 40701 through 40749,,,and those domes are going to hit the combustion chambers of the EX 514 heads.  Just plan on doing the epoxy mold thing and sending it in for a custom piston.  
 
The valve pierce points are in the same location as all other A-460 heads, so items like the Jomar stud girdle should fit.  Jesel, T&D, and W.W. Engineering all make shaft mounted rockers for the A-460 heads.
 
I would not try to run those heads on a throttle stop 605-632 CID engine.  In this case I think we need to see a little bigger volume intake port, that will respond to the demands of a 632 at 7000 + rpm.
 
If you do get them, your head porter needs to lay the chamber walls back a good bit and open it up to unshroud the valves.  Secondly, the short side radius is rather steep, so he needs to plan on laying it back a good bit. Thirdly, just port for additonal volume on the intake ports.
 
Hope this helps,
 
Charlie Evans

c.evans wrote:

Rickyt630x wrote:looking for some info on these heads and intakes, are they still available and what cubic inches would they be best on? also would they be good on a 600-632ci supercomp/gas motor with a t-stop? and what rockers can you run with them, T&D/jesel? or can you run a standard rocker? thanks

 
I have personally owned one set of them, and I had them on display at the 2005 Block Summit in Leesville, MO when we held the Ford seminar out there at Wes's shop.  I am guessing I have ported and flowed about 10 sets of them. IMO they would be best suited on the 485 -572 CID engines.
 
They have a tight figure 8 shaped combustion chamber, and although I have sent molds of that chamber to Diamond Pistons for their knowledge and benefit,,, I still don't think they are making the dome correctly.  My main point being, that I know Diamond sells a "shelf stock" A-460 piston, race series Motorsport A & B dome, part #s 40701 through 40749,,,and those domes are going to hit the combustion chambers of the EX 514 heads.  Just plan on doing the epoxy mold thing and sending it in for a custom piston.  
 
The valve pierce points are in the same location as all other A-460 heads, so items like the Jomar stud girdle should fit.  Jesel, T&D, and W.W. Engineering all make shaft mounted rockers for the A-460 heads.
 
I would not try to run those heads on a throttle stop 605-632 CID engine.  In this case I think we need to see a little bigger volume intake port, that will respond to the demands of a 632 at 7000 + rpm.
 
If you do get them, your head porter needs to lay the chamber walls back a good bit and open it up to unshroud the valves.  Secondly, the short side radius is rather steep, so he needs to plan on laying it back a good bit. Thirdly, just port for additonal volume on the intake ports.
 
Hope this helps,
 
Charlie Evans

thats for your reply charlie, so for the next question is would a c460 head be better off? or a good ported A460 be better? someone told me a could run the 205 profiler heads off the T-stop but i thought that was alittle too much cfm to recover right? am i wrong? what would be the better way to go, looking for about 1200hp off a single 4 out of a 605-632. and to run 9.90's@172-175 off the stop. car is a glass body 55F and weights 2271 with me, reid case/bellhousing glide, aluminum driveshaft, and 4 gallons of fuel

7.90's or 9.90's ??? That's a lot of mph for the latter of the 2.

TravisRice wrote:7.90's or 9.90's ??? That's a lot of mph for the latter of the 2.

9.90's super gas, most people are in the 160-165 range but there are a handful of guys that run in the 170 range here in the D1. and a some nationals,

TravisRice wrote:7.90's or 9.90's ??? That's a lot of mph for the latter of the 2.

2 seconds of throttle stop will do that

Well the pecking order on the heads is A-460, then C-460, then Pro-Filer, then Thor. That's going up the ladder. Of course as you make each of those steps up, the intake port physically becomes higher and higher, meaning further off the deck surface.

Port volumes vary, however I'll give some approximations. TFS A-460 intake port volume is 340 cc as cast, then the CNC ported stuff falls in there at 360 cc. Next up, our CNC ported C-460 heads come out at 385 cc volume. The only way I do C-460 heads is to CNC port them, because they flat need to be. The Pro-Filer heads are cast as ported and they are 420 cc. The Gen I Thors were a small port deal, and they are now discontinued. However, E. T. Heads, (now out of business) had a 420 cc, 440 cc and a 470 cc options for them. The Gen II Thors were cast as ported and they were all 470 cc in runner volume.

If you want 1200 Hp, then you should go with at least the C-460s on a 645 CID engine. Bobby Small's Pro-Filer 205 headed 638 CID engine won the NHRA Div 3 Jegs Quick 32 Championship in 2011 and it was a single carb gas deal, that he always ran on motor, never any nitrous, and he also had to always add weight to his dragster or he would be in the 4.40 range in the eighth.

I really like the Pro-Filers and let me say, yes I am dealer for them, so I am biased to some degree. One thing that helps determine how hard these engines run are the intangibles that you can't always measure on a flow bench. For example, if you line up a Thor head side by side with a Pro-Filer head, and a C-460 head,,, you see that the Pro-Filers and C-460s have more valve rotation than the Thors. I think that helps make them run hard, and may add the exhaust scavanging, thus in theory you may not need as much overlap in your cam specs.

A futher footnote that should be mentioned, is that the C-460 valve pierce points and the Pro-Filer valve pierce points are supposed to be the same, so you can use the same piston with either head. However, it has been my experience that I've always had to slightly re-cut the valve pocket for the Pro-Filer heads. I asked Darin Morgan about it and what he did was drop the chamber, thus valve seat .100" closer to the deck. Your typical new C-460 head has a 70 cc combustion chamber and your typical new Pro-Filer head has a 60 cc combustion chamber as a result of his doing so. However, an accidental by-product of this is that the pierce points moved up towards the intake manifold by a few thousandths.

I'm not going to tell you what to do, it's your decision on which head to run. Your engine builder needs to have experience with all the Ford heads IMO. Things like the push-rod hole location, clearance and etc. enter into the equation.

Hope all this helps,

Charlie

thanks again charlie that actually happens alot. i do most of my engine building my self along with my dad, never really experienced with with bigger motors (over 557 inches) im also gonna send you a PM for some prices