A few years back, I took my stock 66 200 to have the block zero decked, added a mild performance cam, and with a DUI ignition. No cylinder head changes made except adding the adjustable rocker arm due to the changes on the deck. I'm ready to swap the small log for a large and have been beating the bushes looking for a D7DE or E0DE, but as you know they're virtually impossible to find now without paying $800 on Ebay. I have a couple of good hits on D3DE heads which I believe has the 1 3/4" carb throat but doesn't have the larger hardened intake values like the D7DE. Any issues with the D3DE aligning with the deck of my 66 200 block and doesn't anyone recall what the chamber is on a 73 D3DE? I know my stock C6DE is 52cc. Thanks for any guidance.
66 Sprint 200 Cylinder Head swap
- Thread starter ncpe2001
- Start date
All of the small block Ford Six heads of any year ford small block six can be bolted onto your 1966 200 engine including those D3DE heads. All ford 200 heads from about 1963 to 1968 had Aprox a 52 CC combustion chamber. In 1965 Ford 170 and 200 six heads got a set of bigger valves, a 1.649 intake and a 1.380 exhaust, these size exhaust valve were used until the end of 200 and 250 Ford six production. All the Ford 200 and 250 small six heads from 1969 up until the end of production in 1983 have Aprox. a 62 CC combustion chamber. These 62 CC heads if in stock uncut condistion need Aprox. a .050 mill cut to bring them to a 52 CC combustion chamber size and some more milling to compensate for a .027 thicker FelPro comp head gasket (compared to the differerance of the stock Ford Steel heads gaskets) and this brings the compression ratio back to the stock 1964 to 1968 200 engine spec. All heads this many years of use should first be CC'ed to know their true combustion chamber CC'S to know how much to mill them.
The carb opening on any year head could be opened up to 1 3/4 inch carb opening or more some up to 2 or 2 1/8 inch for better intake flow. Heads made around 1975 were made by Ford for the unleaded fuels. All the Ford 200 and 250 heads from 1977 to 1983 got the larger 1 3/4 inch intake valve and also had a bigger log volume compared to the early heads. These large log heads also flow much better (CFM's) in stock form than most of the other stock heads unless they have been moded by porting. Below is a listing for a 1977 to 79 rebuild cylinder head (ATK Engines) seems like it's fairly reasonable on the cost compaired to the eBay listings your talking about. They may also have listings for the slightly bigger log heads 1980 to 1983 200 or 250 heads. Good luck in the hunt.
1977 to 1979 200 or 250 ATK Engines Rebuilt Head $75.00 core charge With Free Shipping
https://www.jegs.com/i/ATK-Engines/059/2F31/10002/-1
The carb opening on any year head could be opened up to 1 3/4 inch carb opening or more some up to 2 or 2 1/8 inch for better intake flow. Heads made around 1975 were made by Ford for the unleaded fuels. All the Ford 200 and 250 heads from 1977 to 1983 got the larger 1 3/4 inch intake valve and also had a bigger log volume compared to the early heads. These large log heads also flow much better (CFM's) in stock form than most of the other stock heads unless they have been moded by porting. Below is a listing for a 1977 to 79 rebuild cylinder head (ATK Engines) seems like it's fairly reasonable on the cost compaired to the eBay listings your talking about. They may also have listings for the slightly bigger log heads 1980 to 1983 200 or 250 heads. Good luck in the hunt.
1977 to 1979 200 or 250 ATK Engines Rebuilt Head $75.00 core charge With Free Shipping
https://www.jegs.com/i/ATK-Engines/059/2F31/10002/-1
Always examine the area between the #3 and #4 exhaust valves on these heads. I've been looking for a head for years and every D7, D5, D8 ect head has been cracked inbetween those ports. It is the area that needs close examination when magnafluxing these heads. It can be missed if you don't direct your machinist to examine that area in particular. I think they changed something in the metallurgy in the 70's and imo your better off with a C9 large log than those later heads. Maybe I'm just unlucky. It's always the same crack(s) both ports crack at the valve seat, 2-3 o'clock on 3 and 10-11 o'clock on 4 running towards each other and going a 1/2" or more. Every time both have cracked.
Similar threads
