Hey gang, looking for a set of CJ iron heads to build, anyone have anything they want to part with? bare, complete, let me know what you have

Feb 68 date would be icing on the cake, but wondering what's out there, even if date doesn't line up

I have a build coming in and trying to get ahead of it.  Has anyone had any issues sealing the bottom of a Ford TW to a low riser port?

Not asking about porting the intake or head or changing anything, just wondering if the bottom of the intake will have enough material to seal to a low riser gasket, I know some of the early MR intakes had a bit less material on the bottom sealing surface and trying to get ahead with some parts choice planning.

I don't have the intake in hand yet to check myself, bench racing at this point

Performance Summary:
      Cubic Inches:    461    Dyno brand:  Stuska
      Power Adder:               Where dynoed:  Dale Meers Racing Engines
      Peak Horsepower:   568 HP @ 5500 RPM      Peak Torque:   577 @ 4750 RPM

Horsepower and Torque Curves:






Engine Specifications:
   Block brand, material, finished bore size, other notes:  Ford C-scratch CJ 428,  4.155 bore, squared, deck plate honed, 10.155 deck
     
   Crankshaft brand, cast or forged, stroke, journal size:  SCAT cast 4.25 stroke
     
   Connecting Rods brand, material, center to center distance, end sizes, bolts:  Molnar H-beam, 6.70"

   Piston brand, material 4032 forged Autotec, 24cc full dish w/ symmetrical valve reliefs, SCR 10.3:1, .010 above deck, .041 quench

   Main Bearings, Rod Bearings, Cam Bearings brand and size:  FM 125M main bearings, Clevite rod bearings, Durabond cam bearings

   Piston rings brand, size, other notes:  Mahle, standard tension 1.0mm/1.0mm/2.0 mm
 
   Oil Pump, pickup, and drive:  Doug Garifo HV with standard spring and drive, Milodon pickup
 
   Oil pan, windage tray, oil filter adapter:  Milodon deep sump, Canton screen-type windage tray, factory Ford 90 degree oil filter adapter
 
   Oil and filter: 10w30 Penngrade with Wix Racing 1515R

   Camshaft brand, type (hyd/solid, flat tappet or roller), lift and duration (adv and @.050"):  Custom Comp Cams hydraulic roller, 235/237 @ .050", 114 LSA, 107 ICL, .634/.634 
 
  Lifters brand, type:  Morel standard travel
   
  Timing chain and timing cover:  Cloyes billet, factory Ford cover

  Cylinder heads brand, material, port and chamber information:  Trick Flow, aluminum, 169.8cc port volume, 69.1cc chamber volume

  Cylinder head flow in cfm at inches of lift (28" H2O pressure drop):  (used flow data info from Brent Lykins 396 FE build did not flow these heads)

      Intake               Exhaust
      .100  96             .100  66
      .200  159           .200  120
      .300  233           .300  164
      .400  283           .400  197
      .500  317           .500  215
      .600  333           .600  220     

    Flow bench used, location:  Superflow SF600, Dale Meers Racing Engines
   Intake valve brand, head size, stem size:  Ferrea, 2.190", 11/32"

   Exhaust valve brand, head size, stem size:  Ferrea, 1.625", 11/32"
   
   Valve springs brand, part number, specs:  Comp Cams 26120

   Retainers and locks brand, part number, specs:  Comp Cams 795, Comp Cams 630

   Rocker arm brand, type (adjustable or non-adj), material, ratio:  Lykins non adjustable rollers

   Rocker shafts and stands, brand, material: Sealed Power replacement shafts, Precision Oil Pumps middle and end stands and studs

   Pushrods brand, type, length:  Trend custom

   Valve covers, brand, type:  Tony Branda repop chrome PBF

   Distributor brand, advance curve information:  Wes Adams restored 68 Ford single point, 12 degrees initial, 20 mechanical, triggered by Accel Points Eliminator kit

   Harmonic balancer brand:  Damper Dudes restored 68.5 CJ

  Water pump brand, type (mechanical or electric):  Rebuilt factory correct

   Intake manifold brand, material, porting information:  428 PI -F, ported by Joe Craine, flowed 350-370 cfm per port, standard med riser port location

   Carburetor(s) brand, type:  SP Carburetors 780 vacuum secondary with choke and choke tower, aftermarket oversize Cobrajet crossover tube, no spacers, 1/4 insulating gasket

   Exhaust manifolds or headers brand, type: Dyno headers

As a background, I am approaching 25 years of USAF time and have dropped my retirement papers.  Significance is that rather than moving every 3-4 years, and buying the house I plan to sell each time, I can put down some roots.

I spent 1/2 of my life in old school shops that you had very little concern of where welding, grinding etc went, because both of our businesses were in concrete structures.  Nowadays, steel buildings are the norm, but I still consider building at least maybe an extended foundation.  Is it affordable to go concrete?  or are there solutions for steel buildings that are a better bet?

I'll never get back to the volume of the old days, but I do intend to increase significantly and want to build something that doesn't limit me.  Current 4.5 car attached garage is a dream for most things, but I really need the ability to go big and dirty, and keep all the toys inside and away from Nebraska snow, hail, wind, etc

I am bringing two engines down to Kentucky on November 15, going to have a couple dyno days, good reason to hang around with Brent, escape Nebraska for a working couple of days "off", along with a good midpoint for the owner. This is the first of two 461s, the second I will post in another thread. I figured I'd throw it out to see what people think. 

The reason I say some cheating included is that I have dyno data for a nearly identical build, same dyno, and I will include the changes here, so you are really only guessing the difference of the parts.

Here is the first CJ that was done on the same dyno. 

http://fepower.net/simplemachinesforum/index.php?topic=7690.0



Here is the engine to be dyno'd, different engine completely, but listed all the changes from the last one

461 cid 428, 10.3:1, Racetech dish pistons, 1.0/1.0/2.0 Mahle rings, .010 above deck, .041 quench (all minor changes)
Heads went from CnC ported CJ iron, to Trick Flow heads name milled off to hide them a little
Intake went from locally ported CJ iron, to Joe Craine ported -F PI intake flowing between 350-370 cfm per port
Cam went from 237/237 .634, 114 LSA on 106 to 235/237 .634, 114 LSA on 107
Carb went from 830 cfm Quick Fuel Brawler to custom built Quick Fuel 780 cfm vac sec
Connecting rods went from SCAT 6.70 to Molnar 6.70 much lighter
Windage Tray went from Ford factory CJ to Canton Screen
Oil pump went from M57HV out of the box, to Doug Garifo bluepwinted M57HV with standard spring, shimmed with his provided +10 psi shim

As you can see, many small changes from the combo this summer, the biggest being the Trick Flow heads.  No prize forthcoming, but there will be a second engine to guess, and all the glory that comes with guessing it correctly!

This one is going in a 1968.5 CJ fastback Mustang, 4 speed, 3.91s

Doing a Trick Flow headed 461, and have a bunch of forum members involved in this one. 

- Brent and I, as always, bench racing, comparing ideas and primary parts guy
- Joe Craine doing port work on a -F PI intake
- Wes recurved/restored a factory distributor
- Lots of parts from Doug Garifo as well

Snapped a couple pics yesterday, this is likely the first hyd roller TFS engine with Brent's rockers.  This one will also be painted concours-correct with all Cobra Jet external components for a 68.5 ram air car.  You can see we milled the Trick Flow logo off the front of the heads.  They won't look exactly like stock heads, but enough to hide to the passer by when it's all painted blue.  Going in a 3.91 geared 4 speed Mustang fastback



Got a little different results from the .200 stand cut Brent usually sees.  I ended up almost exactly at -.100 to get the rocker pattern correct and ended up with .620 at the valve with 155/390 valve spring pressure, versus .610 with checking springs the first time. 

Here is a before shot, this setup uses a set of Doug's stands cut .200, with tins at .030



Here is an after shot, I made a one piece bar at .096 and took away the tins, would have liked to use them, but I just couldn't find material for a spacer that I liked.  FWIW, the tins worked nicely with Doug's stands and the TFS heads, and the recessed head bolts make shimming things with a one piece rail easy.  The end result of the combo would be the same as a .100 cut on Doug's stands, or a .070 cut with the tins. 



Should be a fun build, very similar to the iron 461 I posted on the dyno page, but some neat differences.

- 1.0/1.0/2.0 ring combo versus 1.5/1.5/3.0
- Cam almost identical, but 2 degrees less intake lobe, but rocked back 2 degrees to 107
- Ported -F PI intake versus ported CJ intake
- Trick Flow heads versus iron CnC ported CJ, same valve sizes (peak flow on CJ heads were in the 320 cfm range, but thinking the medium riser port and modern port design will gain flow everywhere)
- Small 69 cc chamber with dish vice 83 cc CnC Craft ported iron chamber
- .041 vs .046 quench
- Canton windage tray versus Ford
- Much lighter rotating assembly with Molnar rods, bobweight ended up to be 111 grams less than the iron CJ, which was light already)

More to come, this one should be another healthy one with 16+ in Hg of vacuum and well over 500 hp with mid-grade pump gas

Might need to upgrade my 489

Performance Summary:
      Cubic Inches:    461    Dyno brand:  Stuska
      Power Adder:               Where dynoed:  Dale Meers Racing Engines
      Peak Horsepower:   515 @ 5800 (520 with dyno carb)
      Peak Torque:   530 @ 4500 (536 with dyno carb)

Horsepower and Torque Curves:

Will upload Monday or Tuesday

Engine Specifications:
   Block brand, material, finished bore size, other notes:  Factory C scratch 4.155 bore, squared, deck plate honed, 10.155 deck
     
   Crankshaft brand, cast or forged, stroke, journal size:  SCAT cast 4.25 stroke
     
   Connecting Rods brand, material, center to center distance, end sizes, bolts:  Scat I-beam, 6.70"

   Piston brand, material 4032 forged Autotec, 7.5cc reliefs, SCR 10.4:1, .005 above deck

   Main Bearings, Rod Bearings, Cam Bearings brand and size:  FM 125M, FM BBC uncoated, Durabond cam bearings

   Piston rings brand, size, other notes:  Hastings hi performance, standard tension 1.5mm/1.5mm/3.0 mm
 
   Oil Pump, pickup, and drive:  Melling HV, Milodon pickup, Doug Garifo drive

   Oil pan, windage tray, oil filter adapter:  Mildon deep sump, Ford windage tray, factory Ford oil filter adapter

   Camshaft brand, type (hyd/solid, flat tappet or roller), lift and duration (adv and @.050"):  Custom Comp Cams hydraulic roller, 237/237 @ .050", 114 LSA, 106 ICL, .634/.634

   Lifters brand, type:  Morel

   Timing chain and timing cover:  Cloyes billet, factory Ford cover

   Cylinder heads brand, material, port and chamber information:  Fomoco originl CJ with Craft CnC port, 83cc chamber

   Cylinder head flow in cfm at inches of lift (28" H2O pressure drop):

.200   149   113
.300   224   144
.400   271   175
.450   284   182
.500   292   190
.550   307   199
.600   314   204
      
4.155      
No pipe      


    Flow bench used, location:  Craft Racing

   Intake valve brand, head size, stem size:   SI stainless, 2.200", 11/32"

   Exhaust valve brand, head size, stem size:  SI stainless, 1.700", 11/32"
   
   Valve springs brand, part number, specs:   Comp Cams Beehive 26120,

   Retainers and locks brand, part number, specs:  Comp Cams Steel 795, locators 4696, locks 630

   Rocker arm brand, type (adjustable or non-adj), material, ratio:  Lykins non adjustable rollers

   Rocker shafts and stands, brand, material: Sealed Power replacement shafts, stock alum Ford stands with Doug Garifo end stands and studs

   Pushrods brand, type, length:  Trend custom

   Valve covers, brand, type:  Tony Branda repop PBF chrome

   Distributor brand, advance curve information:  Fomoco CJ resto by Tim O,Connor, Accel Points Eliminator , 36° total, by 2800

   Harmonic balancer brand:  Factory CJ rebuilt by Damper Docs

Water pump brand, type (mechanical or electric):  Ford

   Intake manifold brand, material, porting information:  Ported, iron CJ

   Carburetor(s) brand, type:  Quick Fuel 830 Brawler out of the box just jet change  (dyno carb was custom built 830 no choke)

   Exhaust manifolds or headers brand, type: Dyno headers

I need at least 1 LOL, but wouldn't mind a couple for the next time I find a broken one.

Thanks in advance!