for the rusty heads, have them shot -peened , or shot "blasted" at a machine shop. cost is not that bad and they come back looking like new, unless badly pitted from rust. either way they will look like a new casting

Ted, Thanks for the additional info. It should be useful in the future. For now, I'm still "considering" my proposal; but, this thread is now on my "back-burner".

Regards,   JLB

55 Ford Crown Victoria Steel Top

The ECG-D heads have a combustion chamber perimeter measurement of 10.98” which breaks down as a 0.0064” cut required for each single cc reduction.  Assuming the heads have been cut 0.015”, then that reduced the chamber volume ~2.3cc’s.

Lorena, Texas (South of Waco)

Folks, I finally got a chance to "cc" the ECG-D head; didn't have a calibrated syringe, but measured the water mass equivalent as being 73 grams. Seeing as 1 gram of water at Standard Temperature and Pressure IS 1cc, my conclusion is that I measured 73cc's.  However, in checking the 1.000 factory machining reference bosses at 0.985", it shows that this head has been cut by 0.015", already.  I'm not sure what the equivalent cc's are for this size cut; so, not sure what to add for cc's for standard chamber size. Perhaps that could be extrapolated from Ted's head gasket equivalency cc table.  I don't have time to do that right now; but, at least there is the basis for chamber siaes on this ECG-D - design head for us as a future reference.

Regards,   JLB

55 Ford Crown Victoria Steel Top

Just increase the lift a little more than what you would with 1.92"
Apparently the Y block will allow .500" lift with a zero decked block.
Bigger lift cam and high ratio rockers. There are calculators which tell you flow for valve size and lift and it might work out for the revs you want.

Regarding porting advice, you don't need anyone with Y-Block experience.  You only need to be sure that you are getting the advice from someone who has done porting for years.  It doesn't matter what the head is.  They just need to be able to see it to understand exactly what you are working with.  It can't hurt, if there is anyone near you with any kind of professional porting experience, it will be worth the time and a few greenbacks for their advice.

Without knowing or without recommendation by a pro and with limited funds, I would just leave the valves stock and do basic port clean up, gasket matching and bowl work.  Easy to do yourself, at home.

This is a copy and paste of the chart in that thread.

 

Cylinder Head	Peak HP	Peak Torque	Comp Ratio	Ported
Mummert Aluminum	377	368	9.8:1	Yes
Mummert Aluminum	354	356	9.8:1	No
113	333	350	9.2:1	Yes
G	328	350	9.4:1	Yes
G	324	349	10.6:1	Yes
G	304	337	9.6:1	Yes
G	302	337	9.2:1	Yes
G - stock	290	344	9.2:1	No
471	296	332	8.3:1	Yes
ECZ-C – stock	288	336	9.0:1	No
ECZ-C – stock	280	335	8.6:1	No
ECZ-C – stock	273	330	8.1:1	No
ECZ-C       after milling	295	339	9.0:1	Yes
ECZ-C       before milling	290	334	8.4:1	Yes
C1TE-D    after milling	297	337	9.0:1	Yes
C1TE-D    before milling	295	335	8.4:1	Yes
COAE-A - stock	283	332	8.7:1	No
COAE-A w/larger valves	273	328	8.9:1	No

Lawrenceville, GA

Charlie,
 I've been to that link before when at the local Library; but, I have a very difficult time following links here at home on a very slow (14.4K???), unreliable dial-up internet connection: It can take me up to 1/2 hr. just to get logged-on!!  I really appreciate the responses, but, unfortunately, need to keep them limited to text only, if at all possible.  I've been on here for almost an hour now just reading your last post, and responding. Very frustrating at this end.

ECZ-G heads are still servicable; but, not in the budget right now.  ECG-D heads are in good shape; but, need some valve work: Hence my question about increasing valve size: that's in the budget, and do-able right now; IF there's enough mateial around the seats, and of some credible benefit.

We don't have anyone around here with Y-block head-porting experience. Yes, I've looked at John Mummerts site for some of his porting information.

Budget for different pistons is being saved for the eventual 312 rebuild.

This (now) 297 block had two weight mismatched replacement pistons which were not even intalled at opposite strokes for balancing purposes.  I have balanced all wrist pins, pistons, rod tops & bottoms to within 1/10 gram of each other, and had the block decked to zero (to maintain proper quench with the newer composite gaskets at 0.045" crush). The crank is now overbalanced; but, as Ted's info. on his website indicates "its better to be overbalanced, than underbalanced".

Any other comments??  I may just elect to use the ECG-D heads "as-is"; but, my insatiable curiosity still really want to try enlarging the intake valves.

Regards,   JLB

55 Ford Crown Victoria Steel Top

That's good. That means you can squeeze out more power than you had with either set of heads.

Are the ECZ-G heads so bad that they simply cannot be used?  They are the way to go if they are salvageable.

Domed pistons can be used to increase compression for the ECG-D heads.  While they are more expensive, the difference versus a set of flat tops may be less than purchasing another set of heads.

If you have a die grinder, or even a dremel, you can do a gasket match and port / bowl cleanup at home.

Regarding the valves, as Paul pointed out, even if you fit the larger valves, they are still smaller port heads and even with the bigger valve, you may not realize the benefit of a bigger valve.  Other issues arise when fitting bigger valves as well.  For instance, even though there may be room to fit the valve, the proximity to the chamber wall and spark plug can restrict flow, possibly making it worse than it was with the smaller valve.

This is an area where it would be wise to take the heads to someone local with professional porting experience, and give them some cash for advice.  While no one can predict exactly what will happen without actual R&D, someone with decades of experience porting can look at it and give you a pretty good idea what will happen with a bigger valve and maybe even tell you what you need to do for the best chance that it will work.

To show you what I mean in terms of valve size, the results of cylinder head testing is in the following link.  Two pair of C0AE heads were tested, one set with stock valves and lower compression and the other with larger valves and higher compression.  The lower compression, stock valve set produced more power.
One of each configuration is not statistically significant so it does not guarantee that larger valves equals less power with those castings.  However, it does illustrate that for whatever reason, bigger valves are not always better.

http://forums.y-blocksforever.com/Topic61587.aspx




Lawrenceville, GA

Charlie,

The ECG-D heads were on that 297 engine.  It was a truck engine that had been "professionally" rebuilt (very poorly! - unmatched replacement pistons, varying piston heights, problems with rod bearings, etc.).  Got it "cheap" because owner couldn't make it run right (barely at all).  The 1957 312 with ECZ-G heads & factory "hot" cam was a 4-decades-old+ rebuild of mine which (unfortunately), through several employment moves (very long story), was left uncared-for.  I intend to ressurect that one too, "in the future".

Regards,   JLB

55 Ford Crown Victoria Steel Top

Which heads are currently, or most recently have been, on the 297?


Lawrenceville, GA