FE Power Forums
FE Power Forums => FE Technical Forum => Topic started by: 475fetoploader on February 17, 2021, 04:39:57 AM
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Is there enough meat in these castings to actually install a new exhaust valve seat? It looks extremely thin to me. Like you’d be trying to press the seat into air. We don’t need to discuss if it’s worth fixing them or not. Just if it’s possible
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I will get some photos up here shortly I hope
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A local builder can probably do it. He said you just have to be careful. We were talking about EDC-E and C0AE-D but I forget which had a thin seat. Maybe both early sets since your having the same doubts.
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Do-able, but not much fun. We end up putting real shallow seats in them - trimmed down after install.
I rather hate installing seats unless you absolutely need them in an FE. Too easy to strike water,
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I rather hate installing seats unless you absolutely need them in an FE. Too easy to strike water,
Agreed! :)
Or even most others, as understand, in applications that don't come from the O.E. with seat inserts, who said they provided material in the casting for such? And add in core shift issues, even down the road casting cracking; I always state such a risk exists to turn your old castings into junk castings! ;)
Recently, we had a customer bring us his numbers matching (and stamped as such) 428CJ heads for his '69 "R" code Mach I that another shop had convinced him that "conversion for unleaded fuel" was required, with all eight exhausts cut for seat inserts breached into the water cavities! Oh-well! :o
Scott.
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I bought a half a truck load of stuff that was sitting in a garage for a long time Sunday. Taking things apart, and seeing what’s here. Those particular heads weren’t stored very well, so add water behind the valve, and I’m afraid it’s even thinner. I’ll bead blast and see what I got. Interesting note, I believed these maybe to be 427 low risers. However the valves are 2.02 and 1.55. So I was thinking 406, as they do have a very small combustion chamber. I’ll cc them when I get one clean enough to seal with some grease. Thanks for the responses.
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Are you sure they are "G" heads and not "D"s? The C3-D head is, I believe, the first 427 head. Spring cups, steel retainers, 2.02/1.55 etc. For what it's worth I just had a set of "D"s done and my guy managed the hardened exhaust seat installation ok. Randy M
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I rather hate installing seats unless you absolutely need them in an FE. Too easy to strike water,
Agreed! :)
Or even most others, as understand, in applications that don't come from the O.E. with seat inserts, who said they provided material in the casting for such? And add in core shift issues, even down the road casting cracking; I always state such a risk exists to turn your old castings into junk castings! ;)
Recently, we had a customer bring us his numbers matching (and stamped as such) 428CJ heads for his '69 "R" code Mach I that another shop had convinced him that "conversion for unleaded fuel" was required, with all eight exhausts cut for seat inserts breached into the water cavities! Oh-well! :o
Scott.
On something of that breed have you had success with welding it up? I saw a man on YouTube repair a crack in the factory seat of C0AE-D head.
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Are you sure they are "G" heads and not "D"s? The C3-D head is, I believe, the first 427 head....Randy M
My guess is they are C3AE-6090-C heads, the “C” often gets mistaken for a “G”.
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I just got my EDC heads back, last week, from having 1.69 sets installed for 1.65 valves.
No problems but, done by my machinist, that been at it for more than 40 years.
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Easily could be a C I suppose?
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C would better describe the chamber and 2.02 intake valve.
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On something of that breed have you had success with welding it up?
Despite what one might see on u-tube or at the car-fair, welding of cast iron is always going to be iffy, if only due to the inconsistency of what constitutes "gray cast iron"; and although one with well developed technique will have better luck than others, the only proper response would be "no guarantees" whether in the survivability on the initial welding from cracking, machineability, not necessarily only of the filler material but also of the heat effected zones adjacent the repair, not to mention depending on the impurities within the casting its' appearance, and of course even if all is well to this point then the residual stresses that may lead to failure at a later date. :(
Best to avoid any plan that involves the necessity of welding work of complex castings made up of "gray cast iron"! ;)
And again, even with experience, although it definitely helps, sometimes the casting just was not going to lend its' self to the installation of seat inserts, no matter who does it, it's just a chance one takes in the attempt of salvaging old shyt! Best to avoid this process unless really necessary. :)
Scott.