DeTomaso Mailing List: October 99, Message #106

Yes and I've mentioned them before.  Both the BF200 and BF300 are
straight bolt ons to the Cleveland.  The BF200 is a C302B replacement
head.  It uses all standard Cleveland valve train parts (rockers, guide 
plates, studs, stud girdles, valve covers etc.) and the retains the 4V
quench combustion chamber and valve angles so standard Cleveland
pistons will work fine.  Like the SVO C302B, B351, and A3 high port
heads it has relocated intake and exhaust ports requiring an SVO 
high port intake and custom headers.  The headers are stocked Pantera
vendors since the SVO high ports are fairly common on Panteras.

Ford replaced the high port heads with the Yates head, a further 
evolution optimized for NASCAR restrictor plate engines.  The
Yates heads have even higher ports with revised valve geometry
(to allow higher compression ratios) and do not use standard 
Cleveland valve train parts or pistons.  They require custom 
headers and SVO Yates intakes.  The Brodix BF300 is a competitor
to the Yates head but has even higher ports.  In response, Ford SVO 
introduced the high port Yates C3H head.  No intakes are available 
(for any block) for either the Yates C3H or the Brodix at this time. 
Racers are expected to fabricate their own intakes.  

The Blue Thunder head now under development will be another 
competitor in this field.  Though it uses longer valves, it retains the 
stock Cleveland valve angles so standard Cleveland valve train parts 
and pistons can be used.  It will be available with either 55 or 75 cc 
chambers and with a Yates exhaust port or a dual pattern "stuffed"
4V exhaust port.  The stuffed exhaust port will replicate a 4V port 
with port plate configuration and will have a very thick port roof to 
allow high porting.  Like the other high port heads, it will require a 
custom intake manifold not available at this time.  

Either the Brodix BF300 or Blue Thunder heads could make very 
nice replacement heads with minor variations.  I believe the BF300 
is similar to the C302 in that it is designed to be ported.  This 
means a non-trivial expense if it is to flow the expected CFM.  If 
Brodix would make a pre-ported version like the A3, that expense 
would be saved.  The Blue Thunder heads supposedly flow very 
well out of the box.  If they would make a compatible intake manifold, 
it could be a bolt on.  However, Mr Francis didn't seem too interested 
in doing this when I spoke to him.  I think he views the Pantera market 
as negligible, when compared to the racing market.
 
BTW, the SVO high port, Yates, and Brodix heads are designed to 
bolt onto either Windsor or Cleveland blocks.  Both blocks have the 
same bore spacing and head bolt pattern.  The differ in deck height 
and coolant flow routing so they require proper placement of plugs 
and their own intake manifolds.  The Edelbrock Victor heads also fall 
into this category.

As you can see, Cleveland cylinder head development did not stop.  
It simply evolved into serious race parts.  Claimed ported flows are
now in the 380 to 400 CFM range, well above any Windsor-based 
aftermarket head.  Many people do not know of these parts because 
there is little advertising and therefore little magazine coverage.  No 
advertising is needed since they are aimed at the racing community.  
The people who need them know where to get them and they don't 
pay attention to glossy magazine articles anyway.

I noticed SVO is now offering an Edelbrock Performer RPM type 
Sportsman intake manifold for Cleveland deck height blocks.  With 
that intake, you could run any of the Windsor-based aftermarket 
heads.  I wonder if they plan to do the same with the Victor single 
plane intake?  You'd still have to accommodate the in-line valves 
(piston notches). though.

Dan Jones

> would any of these heads fit the 351c engine ?
> 
> http://www.brodix.com/Catalog/Heads/Smallford/smallford.html
> 
> /gunnar
> "the faster the better"
> "knocking like a lean and mean machine" 
> 
> 
>