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Has anyone out there used any of the 4 Million [so it seems] Aluminum heads for the early 289-302 motors. I was looking at the twisted wedge heads yesterday and noticed that the intake valve is slightly of center of the exhaust valve, I know it's to help flow but are all the heads the same way? The Edelbrock looks like a good set as I'm going to use the RPM manifold and cam in my 1983 302 for my 68 convertable. Any help y'all can give would be appreciated. OZ
 

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Both heads make good power, take your choice. From what I've read in several articles where they've had shoot outs between different aluminum heads, I've seen Edlebrocks and Twisted wedge trade back and forth on peak horse power with no clear winner. But I've read that the quality on the Edelbrock's are excellent and are package as well. On the other hand I've read that the machining isn't quite as nice on the twisted wegde but they usually go for less money.

Look into GT40P heads, I bought a fully factory assembled pair, brand new for $480.00! that's right, $480.00 for the pair!

Tom
You can do anything you want to......ONCE!
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In my personal experience the Twisted Wedge heads seem to be the best choice for all out power. I have also used the Edelbrock heads with good results. Either way,any aluminum head is better than ported stock heads. Not to mention the aluminum heads come with much larger valves that can ever be fitted into the stockers. FYI be sure to check piston to valve clearance with whatever head you choose, especially if you are using stock type pistons.One of my customers tried to install a set of Edelbrock heads on a bone stock bottom end without doing so and, KABLOOEY, bent every valve and every pushrod as soon as it fired the first time.

Every day is a holiday if you love your job.

Current projects: 65 Fastback, 68 Coupe Oval Track Racer, 64 Galaxie 500 XL, 54 F-100 Pickup
 

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There has been much discussion of this on the old forum. A search under Twisted or something like that will turn up some VERY spirited discussions. I would expect that the Twisted Wedge has the flow advantage over the Edelbrocks BUT I would go with the Edelbrocks and eventually do plan to do that. The angle of the valves on the Twisted Wedge prompt wear of the valve guides no matter what they make the guides out of. I am sure there are lots of TW users out there that are very happy with their heads but for a daily driver I would rather get the heads that will hold up better and still flow good. John

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The trick with the Trick Flows is to use the right length pushrod, longer than stock. The longer pushrod keeps the rocker centered on the top of the valve. If the rod is too short then the rocker will rub back and forth on the top of the valve, causing a side force that will prematurely wear the guides out.

Black primer 66 coupe, bench seat, 68 302-2V, C-4, 3.55 TSD
879 posts as "66 bench-coupe" on old VMF
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I bought a set of TFS heads from http://www.totalengineairflow.com/ $1300 with a 7/16" stud upgrade and TFS 1.6 roller rockers. The heads are a little rough around the edges and like any other new head they'll need to be surfaced but I think it was a great deal. I should have 'em on the new motor and running in a month or so. I'll post the results.

Black primer 66 coupe, bench seat, 68 302-2V, C-4, 3.55 TSD
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I've installed AFR heads on my 289. It will be a month or so before I get the engine back in the car, so I can't give you any real feedback on the results. However, MM&FF has given rave reviews on these heads which come CNC ported from the factory. They are available with 58 cc or 65 (?) cc combustion chambers and 165cc or 185cc runners. They have an inline valve arrangement. See my more power page for additional infomation.

http://www.blueriver.net/~finite/mopower.htm

Phil

'65 Convertible (with many mods.)
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Now, really, you had to surface brand new heads??

I had to read that twice....

I put a straightedge on my RPM's and they were dead nuts...just bolted them on the engine, checked the V/P clearance, and went fast...

The more I hear about TFS heads, the more I think they're better for a race-only application.....

Any newbie could've bought my set of RPM's, bolted them on without checking anything other than VPC and drove off....that's how a DD head should be...

Thanks for the heads up...

Pat
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They're straight alright, which surprises me 'cause I have seen few new heads come straight. The surface is not as smooth as they should be IMO and my machinist agrees. I'm sure I could just bolt 'em on but I don't want to deal with a blown head gasket down the road.

Black primer 66 coupe, bench seat, 68 302-2V, C-4, 3.55 TSD
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I run the AFR 165cc heads on my 302, they fit without any hassles. Everything lined up like it should.
AFR's peak flow numbers are as good as any, the low lift numbers or numbers under the curve are better
then many heads. What this means to me is, even with a higher lift cam, the low end tourque is great.
I had enough valve clearence to run a .565 lift @ 284 durations cam with stock type pistons.

1966 Mustang Coupe, 302 custom roller cam, holley 650dp,http://www.289mustang.com
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Whoa! I have my twisted wedgies at Coast High Performance for installation on my short block and the sealing surface is a smooth as a baby's ass. If they were that rough, I would have sent them back and asked for a different set. I disagree that new heads should be resurfaced....

http://www.bossman-motorsports.com/65stang/eng4.jpg

http://www.bossman-motorsports.com/65stang/eng2.jpg

my twisted wedgies prior to porting/polishing

randy

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Randy,
Thanks for the pix....I saved them for future reference...that TFS sure is a nice design...
Since you pay close attention to detail, I hope you'll keep us abreast of their performance and service...

I don't think the AM's are surfacing their heads with a Storm Vulcan like we utilize in the rebuilding industry...the finish looks different....
Maybe they're Blanchard grinding them or utilizing a high speed CNC surfacer...the finish looks a lot like when I use Titanium Nitride and Aluminum Oxide bits a very high surface speeds...

I do agree with you that he should've sent the heads back.....they should've come ready to run unless he just bought bare castings...

Pat
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I assume those are the cast iron versions? Someone recently told me that the cast iron head was a better choice for street duty anyway. He claimed that because the small block runs notoriously hot, the iron heads stand less of a chance for warpage, etc.. He also said that the flow performance difference between good cast iron heads (GT-40P's) and the high buck aluminum units is negligable on a motor built for the street. He did acknowledge the weight savings, and said that he thought that was the BEST reason to go with aluminum. I can neither confirm or deny any of it. $480 for assembled heads is a damn good deal though!

Shannon a.k.a. The ShanMan! /forums/images/icons/cool.gif
66' Vintage Burgundy C-code coupe
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My .02 is that you're headed in the right direction...

From my experience with Edelbrock (run the RPM's on the race car along with the RPM manifold), their quality is as good or better than OEM and they sell a well-balance package...

The Performer package is a good balanced bolt-on/in for the average hobbyist who doesn't have a lot of engine experience...
You can expect a nice improvement in your performance without any loss of reliability...

And, you don't have to be a rocket scientist to put it on/in...

Good luck!



Pat
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They weren't really rough at all, just some minor waviness in certain areas from whatever type of machine was used on 'em. They're smooth enough to run but I would like a mirror finish. I suppose I could've sent 'em back but it's no big deal to surface 'em. Now if I didn't have a friend who owned a machine shop and would surface them for free then I would've sent 'em back for sure.

Black primer 66 coupe, bench seat, 68 302-2V, C-4, 3.55 TSD
879 posts as "66 bench-coupe" on old VMF
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Discussion Starter #16
I have the TFS heads on my Cobra and love 'em. I will be putting them on my Mustang soon. They made such an improvement I'm afraid to try anything else. I think the 2.02 valve Edelbrocks almost always have to have the pistons cut whereas the TFS normally do not (I thought I read that somewhere).
 
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