Identifying an Alloy Crossflow Head?

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Identifying an Alloy Crossflow Head?

Post #1 by SixFoFalcon » Sat Oct 29, 2005 5:32 pm

What are the differences among the alloy heads used on the Crossflow? I used to think they were all the same, but now it seems that there are some differences. There are no date/year codes cast into the head as far as I can tell. How do I know which head (year, application, etc.) I have?
1964 Falcon - 2-dr sedan, '69 200 CID w/ M-code head, Pertronix + MSD 6AL, Granada discs, 1" front sway bar. On the shelf - Alloy crossflow head, Redline 4V intake, Genie headers.
1997 SHO - 32V 3.4L Yamaha V8 - whole bunch of goodies but some f___er totaled it. :-(
2005 Focus ZX3 - the daily driver
1999 Ranger XLT Supercab - the weekend project-hauler

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Post #2 by xctasy » Sat Oct 29, 2005 10:55 pm

There are nine different types. The first were cast HF on the inside of the rocker cover. Then they had date stamps on the front left as viewd from the drivers seat. Then in 1985, they cahnged to a C-series code.

There are three generic types.

Pre EFI, 1980 to 1982. 53 to 56 cc. Cast HF 1, 2,3 inside the rocker cover

XE EFI area head, 1983 to 1985, Both carby and EFI ran the same 53 to 56 cc open chamber head. Cast HF 4 or 5 inside the rocker cover. It had scollups out of the intake ports to fit the injector ports, no mater if it had EFI or a carb.

The C-series heads are also similar to the XE area heads, but they have long reach spark plugs, closed chamber high swirl combustion chambers of about 49 cc. About 1986, they changed to a C2 casting, and then some other casting for the last of the utes made untill 1993.

Basically, I have to pull appart a few more heads to get all the codes together.

Anyone else want to contribute? This post is useless without photos... :twisted:
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Post #3 by fordmuscle83 » Sun Oct 30, 2005 4:28 am

Isnt there c1 & c2 for carb and E1 and E2 for efi head xecute?

Pete

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Post #4 by xctasy » Sun Oct 30, 2005 5:09 am

Dunno. Haven't ripped my EFI XF Fairmont engine appart yet, but I trust anyone who has been around these engines if thay haven't been head swapped.

Sound like Pete's got it sorted, thanks for that mate!.


Time for a new sticky!


Any of our American guys have HF stamped on there XD Falcon 1981 alloy head engines.
Spyke,
Speedy,
Econoline-64 etc?
Mustang Six (Locost 200 JCX-FLOW)
and mustangsix2 (Mustang XF engine)

There is a past post on this, but I couldn't get any codes on the 81 XD, 82XE. my 1984 XE was HF 5, and had 321 stamped by the manifold water pipes, and something like JG cast on as embossed text on the front true left.

I know for certain Ford changed the parts codes with the XF, and that there were a plethora of changes when the XF came out in October 1984, and again in Ocober 1985 when they went unleaded. C1.C2, E1, E2 sounds right. It's the ealier ones that are of interest (XD, XE, TF Cortina), because they are less common than the very sucessfull 3 year run of XF sedans, wagons, long wheelbase Fairalans and LTD's and then the 9 year run of XF utes.
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

Spyke

Post #5 by Spyke » Sun Oct 30, 2005 10:35 pm

I have 2 heads stamped HF-4..... too bad they are both cracked.

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Post #6 by xctasy » Mon Oct 31, 2005 2:39 am

You can TIG weld the alloy heads back up, mate! Honda's casting quality is first rate.

Alloy heads are able to be fixed up with good sucess.

Pete PM'd some info.

HF 1 for pre EFI (XD and early XE) So called Alloy Head and Alloy Head II
HF 4 for 84 XE. (injector 'bumps' in the intake port).
C1 Carby pre October 1985
E1 EFI pre October 1985
C2 Carby after October 1985
E2 EFI after October 1985

There may be HF2, 3 and HF 5's around, which is why I said nine castings. Discokin6 has a lot of info on them.

There were three factory pistons used. Approx 15.4 cc on the 3.3, about 22 cc on the 4.1, and then a 27.3 cc item with latter unleaded catalytic converter Falcons. As for head gaskets,they were all stock Monotorque, but the EFI engines always had lower compression than the carb versions.

The compression on the 4.1 carb was always pretty high, about 9.35:1. Then it dropped to about 8.7:1 with the unleaded carby 4.1.

The head cc's are avaliable on the factory Ford shop manauals,. After 1983, Ford stopped publishing lots of extra details, and so did Gregories.


That's where you fine people come in!
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Post #7 by fordmuscle83 » Wed Nov 02, 2005 5:30 am

I havent got this sorted at all. As X said we need everyone else to post.

What i have with me now is three intakes and they have c1,c2 and c3

The c2 intake came off the hf1 head with 83da block and no injector ports.

Im pretty sure my two '85 xfs are 84da with c2 intakes also (high comp. leaded).

I have no idea where the c3 intake cam from, maybe a unleaded engine.

I have been told by many people that the open chamber E2 injected head is the best but im thinking my xd/xe alloy head would be best for carb.

Are all XF unleaded closed chamber high swirl?

Pete[/b]

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Post #8 by addo » Wed Nov 02, 2005 5:13 pm

Yes, it does seem they're not factory matched. That would have been an iron head to start with. From memory the difference is you need to install a couple of SBF style aligning tubular dowels. Maybe that's been taken care of?

BTW, JG is the most common prefix from everything I've seen. 23 is/was a common car.

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Post #9 by xctasy » Thu Nov 03, 2005 4:37 am

Howdy Dave. Affirmative on the email. I've got the right distributor and carb kit for you, Dave.


Don't worry about the missmatch. Nothing is insurmountable. With Fords, you can do anything, and get away with it. Ford HATE spending money, and never make changes which limit the retrofitting of blocks and heads form the smae engie families. Which is why all of us, if in America or Aussie or Kiwiland or Argentina, we all can use common parts.

A run down on what you have.

The block you have is the first X-flow from 1976.

The head is 1980 to 1982 XD or XE. Carb is first of the two barrel, so that makes it XE Alloy Head II. Don't worry about the locating ring s Ford ran on two of the head bolts. They exist to stop the head shifting and fretting in service, and are a saftey first policy. They are quite hard to intall unless you have a cutting tool. Exactly the same as the ones uesd in the 351 Cleveland/ Modified and 400.


The ignition system you need is either the stock Bosch built but Motorcraft braned item from the Alloy Head XD or XE (It's called Duraspark by Ford Australia service book). That may not fit unless I have the plate ground down so it can be centred to the correct timing. The earlier block has no rebate because it was designed in the pre electronic ignition era. The bigger V8's got electronic ignition in 1976, but the sixes didn't see it until mid 1980.

The other option is the early points type 1976 to 1980 XC-XD ignition, also made by Bosch Australia but packaged as a Motorcraft. It has a common breakerless conversion which I have in my XD Falcon engine with its 1978 78 DA 6015 block.

There were some extra (very minor) changes to the x-flow blocks in 1978 and again in 1980, 1982, 1984, 1985, and 1987 mainly to deal with the changes in main seals, locating tangs for the alloy head in 1980, and then the bigger electronic ignition boss. Nothing really major.

I'll check out the shaft diameter. It did change over the years, but again, nothing major that can't be fixed with ease.

Everyone check your numbers. Good information will give you a good engine.
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Post #10 by fordmuscle83 » Thu Nov 03, 2005 5:02 am

So what is the best performance head for a carb? x?

Pete

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Post #11 by xctasy » Fri Nov 04, 2005 3:32 am

The early 1980 to 1982 heads (HF1) found on XD 1/2 and early XE's before EFI. With the later XF valves. This according to an early artical I found in Street Machine, 1990.

The later heads are renown for detonation problems, but it is mostly related to an eggressive spark advance and the high swirl chambers. Remember, despite being 5 to 10% heavier than the XD and XE, the XF was about 10% better on fuel mileage than the earlier ones. And they were heaps better than the XC by about 10%.

Early heads flow just as well. Ford went to the bigger XF valves to make up for the restricted flow ramp the XF heads had. The engineers did there homework, and found that the High Swirl Combustion was a great way of reducing emissions, gaining mid range torque, and much better economy. Ford US was doing the same thing with the Falcopn 200 based HSC 2.3 and HSC 2.5 engines and also the 1986 5.0 HO EFI.

Although you undo the economy a little, if you put XF valves in an XD or XE head, then you have much more air flow and very reasonable performance. Just don't try and run it with the later XF ignition.

Everything with Ford Alloy Head II X-flows in the 1985 to 1993 era is closely matched to the induction, gearing and ignition and fuel used. Change one of the ingredients, you can have problems. It's a little like computers. They are upward compatiable, but not downwards compatable. Adding the later ignition to an earlier Falcon Six without the later head and knock sensor, or adding the later automatic and gearing to a formerly manual XE will create terriable detonation and pinking problems.

Back to the numb3ers...
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Here are the pictures of my hf1 head

Post #12 by fordmuscle83 » Sat Nov 05, 2005 12:17 am


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Post #13 by xctasy » Sat Nov 05, 2005 1:13 am

Image


Proof that it is orginal shape...the Monotorque label from the factory head gasket. Many XD to XF Alloy head Falcons have never had there heads lifted!
Image
XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Post #14 by fordmuscle83 » Sat Nov 05, 2005 6:28 am

I was wondering what that was X! The exhaust valves are pretty corroded and water galleries are pretty darn good. Must have had proper coolant most its life.

Notice the two large locating 'things' you were talking about.

Have a look at the pics in my photobucket i setup today guys.

Pete

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Post #15 by fordmuscle83 » Sat Nov 05, 2005 10:32 pm

HF5 does exist as i saw one today at a swap meet. Has injector notches and and open chamber head just like my HF1.

Pete

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Post #16 by xctasy » Sun Nov 06, 2005 2:14 am

Cool. My memory is rapidly waning on my old XE Falcons head. I removed in it 1997, and it was the standard head which some utter nong had sandpapered backand reapplied the stock Monotorque gasket and torqued back up. After a radiator leak, it blew a head gasket, and ignited number 5 chamber so bad, it melted the metal around the valve insert, and yet the valve was still in place. It was rewelded, remachined, and was still on the car when it was sold in 2003.

(That's why I say the alloy head is a good bit of kit!)

It had notches, what is in fact a closed chamber head like all X-flows ran. The C1, C2 and E1, E2 are kidney shaped heads, still closed chamber.

There has not ever been an open chamber Ford X-flow head, as they are all copies of the old 302 Clevleand "Quench" heads, with chambers downsized for the smaller valves and narrower cylinder bores. The open chamber 351 C heads were entirely round, all the early X-flow heads have a quench zone on each side, which stops them being an open chamber design.Best way to describe it is that all pre 1985 heads are more open chambered than the later ones.

The head on my old XE was not the later kidney one, and was in fact an HF 5 closed chamber head. Just like one of the engines in my garage. Top is a picture of the old iron 1977 XC iron one, bottom is a 1984 HF 5 alloy head.

Image


The intakes for HF 1, HF4, HF 5, and C1 or C2 heads can be any type of C1, C2, C3 casting, but the best are the two barrel ones like this..

Image

After market ones like this one for Alloy heads and Holley 2300 carbs are common

Image


The iron head x-flow won't fit the later intake, so you often find ones around like this

Image

In normal form ,the iron head x-flow and the first alloy head with the 1-bbl carb looks like this

Image

The later alloy heads had a different mounting face, like this

Image


The chamber cc's went from 53 cc down to 49 ccs from 1976 XC to the last 1993 XF.

Above, the XF EFI head, below, the earlier HF 4 carb head. Note the difference in chamber shape . Both are closed chamber heads, but the carb head is more closed

Image


The earlier carb HF 4 head is like this

Image
Last edited by xctasy on Sun Nov 06, 2005 3:31 am, edited 2 times in total.
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Post #17 by addo » Sun Nov 06, 2005 2:34 am

Non-caustic oven cleaner, mate. Get those pieces of kit nice and presentable. :wink:

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Post #18 by xctasy » Sun Nov 06, 2005 3:06 am

:D Never into presentation until I know what I want to present!.

:P I'd rather spend 500 bucks on an airfare and have you clean the parts in my old pink bath that holds my other engines. Then layout some builders paper and have you photograph the samples :wink:


(What brand of oven cleaner do you use, Addo?. Some has a ultra nasty smell)
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Post #19 by addo » Sun Nov 06, 2005 4:10 am

Whatever's on special that says "non-caustic", will suit alloy parts. Active ingredient is usually ethanolamine. It also cleans laminate benchtops like new, so you can tell the better half you want to help with the housework; that's why to buy it in bulk... :wink:

Two applications are needed on seriously dirty stuff, with a good scrub inbetween, before rinsing. Apply only to dry surfaces; water reduces effect immensely.

Caustic sprays will do fine on cast iron, but so will a laundry tub of hot water and 1kg caustic soda. :shock: Soak minimum of 2 hours, scrub and soak again. The leftover grungy water gets dug into my excess dirt pile (currently about 8m³).

Backgrounds for photography are a hassle. White often gives averaging type light meters a false reading and the object will be too dark. Light grey-white concrete seems to do nicely. I often rub a yellow crayon across the tops of cast part numbers, to show more clearly.

Clean stuff can be phosphated if iron or steel, and wrapped in plastic masking. The "Kephos" product sandblasters use will work well instead of phosphoric solutions. For that matter, I pay about $20 to get a degreased, stripped down iron head garnet blasted inside and out, and phosphated. Means that whenever you want to measure something or just handle it, there's no mess.

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Post #20 by fordmuscle83 » Sun Nov 06, 2005 5:19 am

Addo, i have already been using oven cleaner. It was the only thing in the house i could think of.

X, looks like i never knew what closed/open really meant.

Pete

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Post #21 by xctasy » Sun Nov 06, 2005 5:33 am

Thanks addo. Mr Clean!


Closed chamber 302 Boss (and same as GTHO Phase 2. 3 and 4 heads)


Image

Closed chamber 302 Cleveland heads

Image


Open chamber 351C heads

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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
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Pics of my HF-5

Post #22 by SixFoFalcon » Sun Nov 06, 2005 4:32 pm

I just pulled my alloy head off the shelf & snapped some pics of the various I.D. features so we can digest them here.






Casting of "Ford" and "HF-5" on top of the head:
Image




Combustion chambers. Note the shrouding around the intake valves on the side opposite the spark plugs:
Image





Casting of "C1" between cyls 1&2 and stamping of "321" vertically on the intake side of the head, right next to the water pump outlet:
Image




Casting of "5 5 7 C" on the front of the head:
Image





Locator sleeve:
Image





Injector notches on intake ports:
Image
Last edited by SixFoFalcon on Fri Sep 25, 2009 7:57 am, edited 1 time in total.
1964 Falcon - 2-dr sedan, '69 200 CID w/ M-code head, Pertronix + MSD 6AL, Granada discs, 1" front sway bar. On the shelf - Alloy crossflow head, Redline 4V intake, Genie headers.

1997 SHO - 32V 3.4L Yamaha V8 - whole bunch of goodies but some f___er totaled it. :-(

2005 Focus ZX3 - the daily driver

1999 Ranger XLT Supercab - the weekend project-hauler

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Post #23 by fordmuscle83 » Sun Nov 06, 2005 11:27 pm

Yep, thats the head i took some picks of yesterday. Chamber is the same as hf1 isnt it?

Pete

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Post #24 by xctasy » Mon Nov 07, 2005 3:35 am

That chamber is totally different to the HF-1 head, and my HF-5 head. It has bigger valves and a very close, very 'aero dynamic' swirl quench zone. All the early closed chamber heads were in the neighbourhood of 53 to 56 cc, while it was the XF that got the kidney shaped closed chambers, and smaller valves.

The casting number on mine is the very same, the 321 quality assurance number is the same, but there is no C1 casting on mine at all, and the front casting number is 534B. The cambers CC at about 54 cc, yours look to be about 49 ccs.

Additionally, Ford date stamped all its X-flow heads at the front machined water housing boss. If you look by the thermostat housing, there is a date stamp. Mine says 89 0

The heads were imported as raw castings from Honda, Japan, and then machined up when it got to the Ford plant. The final maching was at the plant at Geelong, Australia, so there was total freedom as to how the chambers were finished off.


Nice work!
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XEC Ltd ICBE's Inter Continental Ballistic Engines-
FAZER 6Bi (M112 & EEC5) or FAZER 6Ti (GT3582 & EEC5) 425 HP 4.1L/250 I-6
FAZER 6V0 3x2-BBL Holley 188 HP 3.3L/200 I-6 or 235 HP 4.1L/250 I-6
X-Flow Engine Components Ltd http://www.xecltd.info/?rd=10

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Post #25 by fordmuscle83 » Mon Nov 07, 2005 4:00 am

I still cant see the difference but will take your word for it X.

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Post #26 by SixFoFalcon » Mon Nov 07, 2005 10:37 pm

fordmuscle83 wrote:I still cant see the difference but will take your word for it X.

Look at the picture labeled "locator sleeve". Just above my hand in the picture, you get a good perspective of how the intake valve is actually recessed deep (about 1/4") from the combustion chamber surface on the side opposite the spark plug. The earlier heads did not have this abrupt shrouding as far as I can tell.
1964 Falcon - 2-dr sedan, '69 200 CID w/ M-code head, Pertronix + MSD 6AL, Granada discs, 1" front sway bar. On the shelf - Alloy crossflow head, Redline 4V intake, Genie headers.

1997 SHO - 32V 3.4L Yamaha V8 - whole bunch of goodies but some f___er totaled it. :-(

2005 Focus ZX3 - the daily driver

1999 Ranger XLT Supercab - the weekend project-hauler

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Post #27 by fordmuscle83 » Thu Nov 17, 2005 6:20 am

I will post a pic of my e1 hf4 head on the weekend. Im trying to keep one engine complete but the need to 'tinker' is much greater.

Pete

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Post #28 by fordmuscle83 » Fri Nov 18, 2005 1:52 am

Does anyone have E2 head pics? I have a guy telling me its open chamber but believe its not (kidney shaped though?).

Pete

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Post #29 by holset_cortina » Sun Jan 01, 2006 11:44 pm

okay here's another one- what is a HF7? its on a 83 DA block at the moment...

thanks
Craig

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Post #30 by gassed250 » Tue Jan 10, 2006 5:08 am

1987 E2 HF-5 combustion chambers

Image

Image

Image

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Post #31 by xrglen » Tue Apr 11, 2006 6:04 am

i have a hf-9 head which i used after porting and flowing many x-flow heads.
it is marked c2 and acording to the flow bench is the best head to start with.
std flow intake 100" 200" 300" 400" 500" 550"
57.3 98.2 136.2 170.2 196.1 200.6

mod flow 62.3 122.8 177.7 218.3 236.9 238.4


exhaust flow std 49.1 83.8 112.8 136.9 152.5 159.1


mod flow 64.0 99.4 127.2 148.1 162.4 167.0


THESE FIGURES ARE AT 32"H2O TO CONVERT TO 28" MULTIPLY BY .935

these figures were gained by using swirl pollished 1.85 inlets valves and 1.56 exhaust valves.
this head is the only one that i could get to flow 350hp and makes for a very good street motor with a 244@50" solid cam with 3.5 gears in a 3250lb car.
the chamber still needs a little work ,even in mild street motors.
i will show photos of the head as soon as i work out how to download them, too much time on the flow bench,,. cheers

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Post #32 by xrglen » Tue Apr 11, 2006 6:33 am

[img]1126
[/img]1127
[img]1128[/img][/code][/quote][/u][/i][/url]

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Post #33 by ZC-Cruiser » Tue Jun 12, 2007 7:14 pm

So what does a "D" mean?

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MarkZE

Post #34 by MarkZE » Fri Jul 13, 2007 1:21 am

ZC-Cruiser,

Do you have a photo of the chamber of the D head?

Anyone got a photo of an E1 chamber?

lyonsy
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Post #35 by lyonsy » Sun Oct 28, 2007 9:14 am

heads as follows
cast iron kidney chamber
leaded alloy kidney chamber largest cc chamber
c1 kidney with a closed chamber in it
c2 closed chamber
d closed chmaber larger cc then c2
e1 closed chamber
e2 kidney chamber simerlar to leaded smallest cc of true kidney
f never seen the chamber

ealyer ones had larger ports later ones had smaller but beter mixing chambers with larger valves.
closed chambers have very bad pinging ussues with hot spots
kidney ones not as bad but cant run lean due to high speed pinging.
biggest standerd ports iron head
biggest ported head iron head
best stock head for mild e2
best modded alloy leaded head

if running carby weld up the injector hole it costs about 20hp due to the dead spot
A V6 or V8 is far superior to any inline engine. It grips the ocean floor so much better

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MARK-XF UTE
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Re: Identifying an Alloy Crossflow Head?

Post #36 by MARK-XF UTE » Thu Aug 19, 2010 11:34 pm

also another way to tell if its cast iron or alloy, is to look at the exhaust manifold bolt patten
CHEERS, MARK

NO SHED MONKEYS!!

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MARK-XF UTE
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Re: Identifying an Alloy Crossflow Head?

Post #37 by MARK-XF UTE » Sun Jul 24, 2011 10:45 am

D cast cylinder heads are the same as C2 heads, my late model 92 XF ute has a D cast cylinder head.
CHEERS, MARK

NO SHED MONKEYS!!

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xctasy
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Re: Identifying an Alloy Crossflow Head?

Post #38 by xctasy » Sun Oct 06, 2013 1:16 am

C2A heads flow about 138 cfm, at 500 to 600 thou lift, and can make 212 hp on pump grade gasoline. Add N20, and it goes right to 300 hp if the right excess fuel factor is balanced. In fully gas flowed form, there is 275 cfm, enough for 422 hp on pump grade gasoline, Add N20, and it goes right to 597 hp

Here are some pictures of the best modded C2A head.

https://www.facebook.com/media/set/?set ... 555&type=3
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