FE Power Forums
FE Power Forums => FE Technical Forum => Topic started by: My427stang on October 18, 2020, 12:55:56 PM
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In passenger car engines, the order of the low-po heads were: C6AE-R (and other C6s) then C7AE-A then C8AE-H
Was it the same in trucks? I have seen the C6AE-R in lots of 352 trucks, and C8AE-H (and later D2TE=AA) on 68+ 360s and 390s, but was the C7AE-A used on 67 352s with a vertical bolt pattern on F100s and F250s or did they just carry a C6AE-R?
Got another hidden stroker potentially in the works, this one may not make the big HP numbers, but should be a fun one to pull small skyscrapers and battleships around in a resto early highboy.
Sorta hoping a C6AE-R is the correct head, but we can make the C7s work if that is the right casting
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My 67 highboy had the 352 with c7 heads.
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I’ve seen the C7AE-A head on ‘67 model year pickup FE’s, I’m pretty sure that’s the primary FE head for both cars & pickups all through the model year, just my observation.
However maybe there’s a “loophole” for you - looking in the logbook of casting dates I’m keeping, the latest casting dates I have for a C6AE-R head is “6H3” & “6H4” August 3rd & 4th ‘66. They were from a Facebook marketplace ad, unknown what vehicle they came from, and that could have still been a ‘66 model year vehicle. But the earliest casting date I have logged for a C7AE-A head is “6G25” July 25th ‘66, so the casting period for both heads heads overlaps. And no idea either what vehicle that head was from, but I would assume an early ‘67 model year vehicle. I have quite a few “6Hx” C7AE-A head castings dates logged, so the C7AE-A head was certainly in full swing by August ‘66. I also have C6AE-U head casting dates well into July ‘66. Keep in mind my notes are just a small sample of the thousands of heads cast, and likely not the earliest or latest by any means.
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Great stuff, thanks guys
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I've had them with C6TE-G. Here's a picture
https://i.postimg.cc/wBwY6d0t/C6-TE-G-1.jpg
(https://i.postimg.cc/wBwY6d0t/C6-TE-G-1.jpg)
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Also i have had several 67 352 engines that used one C6TE-G on one side and a C7AE-A on the other side. Not a one time fluke because i made two pairs of C6TE-G's that came off four different engines. All had a casting date within a day or two of the other side's C7AE-A.
What i suspect is when the piles of C6TE heads were almost exhausted they were all in one pile (or cart or whatever) on one side of the engine and the other side held C7AE-A's.
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The C6AE-R castings would be my choice since you can closely approximate the 427LR/428CJ heads due to the large ports and the ability to accept the larger valves and you have the extra bosses to drill and tap the extra exhaust bolt pattern if needed for CJ manifolds or headers.
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Many C6AE-R heads are 14 bolt pattern heads. They are the so-called GT pattern with the bolt holes on the end being lower. The C7AE-A was also a 428 head on the GT500.
The C6AE-R head is a good choice and easily accommodates the 2.09 1.66 valves.
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Very comfortable with the differences in the heads, and would love to use a C6AE-R if I could, but needs to be correct for the truck. Haven't done any concours-hidden strokers for a truck before, but this will be one, at least until you look under the air cleaner
I can get 270+ cfm with a small port and a 3/8 2.09/1.67 combo with a unibody head, likely will go 11/32 and may even sneak up on a little more exhaust valve. The question was because I never saw a C7AE-A on a truck, and was hoping it was car-only and they used C6's
Appreciate the help!
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As far as which heads would show up on a pickup engine back then,I would say just about any of them with the exception of 427/428CJ,I know I've seen all of the ones you listed as original equipment on those year pickup engines over the years.Including C7AE's.