Ford Heads Explained 

I've been looking for GT40 heads for a couple years at my local junkyard, no luck yet. They're the best stock heads to squeeze power out of for cheap, especially if you clean the ports and chambers up. To a lot of us popping $1800 for heads isn't an option.

Jeff, Good video - thank you! I should have mentioned that the 351 heads/blocks use a 1/2" head bolt whereas 260/289/303 heads/blocks use 7/16" bolts. So to put 351W heads on a 260/289/302 you need either special head bolts or head bolt washers. Not a huge deal but just putting it out there. Paul (in MA)

I love the 351 Windsor which for my 1971 Galaxie500 I rebuilt it as a Street Boss, I just hate hearing Clevor! B&A Ford performance had the best intake for this project... and using the Cleveland D1AE 2V heads that I still got... in the shop :) That 351 Street Boss is a Stump Puller of a motor and had no problem getting a 4400 lbs Galaxie moving!

That r/s fender alignment drivin me nuts.

Yes, as claimed by Ford and Ak Miller, the 351W heads milled for 10.5:1 compression ratio on a mildly built 289 worked quite well for me for many years. Of course, given today’s crappy gas, I will be using aluminum heads to be able to run a slightly higher compression ratio than I could with iron heads. But it sure was fun running stock-looking iron heads; only those in the know could tell they weren’t stock 289 heads. Your info regarding the 289 HiPo heads and plain 289 heads is not entirely correct. All early heads and early 289 heads had the narrow slots to guide the pushrods. Only the later heads used the round holes. Yes, 289 HiPo heads used the same size valves, and used the narrow slots to guide the pushrods, and used screw in studs, but also had the cast-in spring seats. (And of course special casting numbers, double dots, etc.) Joe

Thanks Jeff for the great info - now I have to look at aftermarket heads 😋

Thanks for the information… I love this channel, it’s full of all kinds of great content…👍🏼

Thanks it a pleasure to watch you informeial videos

aftermarket heads have jumped up an average of 300 to 500 more per pair over the last year making the GT40 and GT40P more attractive again .

first time commenting. I have a 1975 Ford E150 Custom short van with a 351w engine in it. 11 years ago the original engine took a dump so I had to replace it with a remanufactured one. The block itself is from 1974. Everything, including the heads, still from 75. The only upgrades I have done to it, as of last week, were swapping the intake manifold from the original 2 barrel to a aftermarket (JEGS) 4 barrel / single plane / air gap. I added a Edelbrock 1406 w. electric choke. Mickey Thompson Valve covers w. new seals and a regular tune up (new spark plugs, wires, distributor cap and rotor, change of oil). How can I determine what kind of heads I posses w/o taking it all apart lol. Thank you and I really enjoy all the knowledge you are sharing.

I scored '69 351W heads from PAW (Performance Automotive Warehouse) with a mild porting, flat top forged TRW pistons, RV cam, 650 double pump-runs really well in my '63 Falcon V-8 from the factory.

I am doing my 66 289 2V heads. Talked to a couple of machine shops and got the drivel about it being cheaper to purchase aftermarket heads. Then I asked about AFR 165. No they say, you want the 185. Yes, the cost is the same, but for a street rod to cruise, the smaller gives more port energy. A bit of judicious porting on the 289 heads and getting the machine shop to replace the worn guides with 8mm bronze will allow LS valves to be used; 1.9" intake and 1.55" exhaust. At low lift the valve curtain is the main restriction, so increasing the valve diameters by 0.125" is a big benefit. For the same reason I am going to use 1.7:1 ratio rockers, increase the valve curtain area quickly. I have a low mileage cam from a 351 and the lifters that I previously owned. Cam is an Engle short duration high lift grind that will work well in the 289. Lift will work out to 0.500". With this plan, I will learn some about porting. If the heads are cracked and you are not looking for a concours car, then the aftermarket become a no brainer choice. Just which to select, keeping in mind most performance shop employees are racers and will try to talk you into the bigger port heads. That may not be advantageous for your build.

Great vid! Thank you!! Not to bird dog your research but.... Hi Perf 289 heads in addition to built-in guide plates had built-in valve spring locators. They were quite the complete package in many ways...just so-so breathing capability.

Good information.

great video and helpful

Great Info. Yes, everybody knows you can go get aluminum heads that are better than stock cast. I'm here looking for stock cast because of the rules of certain racing divisions.

outstanding! good info.

I have a pair of Trickflow, they stage III heads with all the good stuff done to them. They will be going on my recently acquired ‘93 Lightning. And put the GT40 intake back on top with a 1 inch spacer for rocker cover spacing. E303 will be the cam. I really want to build a stroker and have a good short block .60 over already that my son and I built several years ago. I put a pair of Windsor heads on my wife’s 5.0, an ‘86 car, I ported them and port matched the runners. Man that engine came to life! Reminded me of my Cleveland in a ‘70 Mach that I had several years ago.

I agree on just going aftermarket heads unless building for a concours correct car. By the time you put all the machine work and parts into them, you're already almost there. I got a pair of Blueprint heads from Summit for $1100. Came with 2.02/1.94 valves, studs, etc. Although it is fun searching for treasure in the boneyard.

I remember in the late 80s trying to find a better cylinder head for my '85 GT foureye. The ONLY choice was the J302 Aluminum heads which were crazy expensive, like $1,800 for a bare set, and weren't that great compared to all the modern aluminum Windsor heads. I ended up cleaning up and porting a set of '89 'fuelie 5.0' Windsor heads (which actually were no different than my '85 heads) My Mustang still ran much quicker with those ported OEM cast iron heads w/roller rockers. Now I'm building a Dart 363 with AFR 195s for my '85 GT. 575 HP from a lil 8.2" deck Windsor, N/A.....Yowza!!

E7s and late GT40P heads can be excellent.

Great video. Great info. I totally agree. By the time you put all the money into the 69 windsor heads. And you do lose a little compression with them. Just buy some good American made aftermarket heads.

All these Windsor videos always fail to mention the 255.

25 years ago I built a stroker 302 331with 351w head put it a bronco 11.ran super

Hey there Jeff, thanks for the video. I've got a 5.0 liter H.O. crate engine that I bought from Ford Racing back in 1994. It was branded as a "Cobra" and it came with the GT40 cast iron cylinder heads and a Ford Racing B-303 camshaft. I put this engine in my 67 Mustang Fastback back in the day after doing quite a bit of research on what it took to convert this "late model" engine into an early version of the 302 small block. Back then in 94, it seemed that conversion info was a bit of a challenge and the parts required weren't necessarily the easiest to find. I went with a Holley 600 CFM Vacuum Secondary carburetor and a Weiand Stealth aluminum high-rise intake along with a 1970 design, B&M C4 transmission. Fuel injection kits, 20 plus years ago, weren't the best in the world and they were expensive in comparison to carburetion, so I went with the carb. One thing was for sure with this conversion effort, if one wasn't careful, screwing things up in a major fashion was rather easy. For instance, I needed a steel distributer gear instead of a cast iron one for the roller camshaft. I found one for my Mallory distributor in the Ford Racing catalog and I needed a 50 oz. imbalance, 157 tooth flex-plate that wasn't. In fact, I played hell trying to find one locally, (since they didn't exist as an O.E. part) and after several long distance phone calls, I located someone who knew what I was talking about and happened to be producing them up in Michigan; at a price that wasn't necessarily as cheap as they are today, but they had one. It happens that the C4 was never offered in a 5.0 Ford Mustang or anything else for that matter that came with the 5.0 liter H.O.'s, 50 oz. imbalance crankshaft. Along the way, I installed a set of Ford Racing 1.7:1 roller rockers which happen to carry a Ford engineering number, but are made by Crane and are the same rockers originally installed in Mustang Cobras from 1993 and 1994. With the B-303 camshaft that came with this engine, these rockers give .512 inch of lift which is just right for my purposes. I'm planning on rebuilding these GT40 heads. I've bought Trick Flow's valve spring kit, P/N TFS-2500100 and new stainless 1.84 inch intake and 1.54 inch exhaust valves with Viton valve seals. I have to replace the original valves because of pitting issues along the area of the valve seats and the O.E. valve springs have to go because they're giving me valve float problems, probably because of their age and use and that they never were anything to brag about in the first place. If needed I'll have a shop put in new valve seats and surface the heads if needed, but I'll do the rest. There's a couple of things about the GT40 heads that I've noticed, you have to plug the thermactor passages in the back of the heads for a non-emissions set-up or else you'll have a massive exhaust leak. If you don't have the factory type screw-in plugs, you can use 5/8"-11 set screws, from the hardware store, to plug the holes. They're tapered on one end and have a female Allen hex on the outer end. The tapered end seats nicely and plugs the passage without any leakage and some red Lock-Tite will keep them in place. Also, I discovered that there's no thermactor "humps" in the exhaust ports like the run of the mill emissions heads have. The holes are there, but not the humps, just a nice even exit. I guess that I've said enough, maybe too much for some folks. Thanks again, Jeff, for all that you do for the hobby and all the best to everyone who took the time to read my rant.

It cost me a lot but AFR heads are amazing on my 289.

I've been putting 1.84 intakes and 1.55 exhaust valves , plus studs and plates in 1968 - 1974 heads for several years.

Funny I was using 260 heads in the 1980's for small block drag racing.. just port and polish and big valves and go racing. You can hit a casting flaw when porting those old heads. Just head the head and weld it up.

There was also 68cc truck heads in 289/302 having low compression for standard fuel. About 7.5-1 comp.

Ya always got some interesting info Jeff. Especially helpful to newer folks in the hobby. I hope you don’t mind but couple of things. The “slotted” pushrod hole on the 289 hi-po heads is on all 289’s prior to and including early ‘66. They were guides due to the flat end rocker arm style. In ‘66 they changed to the rail end style rockers which precludes the slotted hole. If you change rocker style you must use guide plates. This change was not applied to 66-67 hi-po heads. Hi-po heads also had cast in spring seats, an easy identifier for them. Don’t forget too 351W heads on a 289 or 302 require head bolt spacer inserts. 289/302 used 7/16 head bolts. 351W used 1/2. Keep the great videos coming my friend!!

The GT40P has smaller combustion chamber and hipo manifolds clear the plugs.

I'm working with a set of 351 DOOE-C heads, porting them a bit gasket matched, I need to find valves to fit them, and also need springs, b303 cam, explorer upper and lower, 65mm throttle body, 373 gears, I hope she runs good!

Could you please do a video on FE heads, best, worst finding codes ect. Thank you very much! Keep up the great work ☯️

P heads work with most stock manifolds with minor trimming at most being needed

I found a set of 69 DOOE heads for $20 in excellent condition from a guy who updated his top end to aluminum. Figured for my 351w I couldn't go wrong. We did deck and polish the ports.

1980-81 on the 255ci v8 the "tunnel port" heads. smaller chambers, little smaller valve but room for bigger, the intake ports can be worked and they will flow decent will require extensive work (porting, valves ect) but these heads can be made to flow good #'s

I put the 69 351 heads on my 302, back in 1985. It woke that motor up, big time. I didn’t have the money for a dyno so I don’t know any numbers. I was 18 when I built the motor. I ordered the rebuild kit from my PAW catalog. My internet wasn’t working 😳. I had a 68 Mustang convertible with an automatic. It would spin the wheels pretty good with the 302 heads but when I put the 351 heads on it the tires would spin through 2nd gear on the street if the top was up. With the top down it would roast them a little less. It was worthless at the track since I had to have to top up and I don’t remember what it ran. So if you want to keep a stock look, find a set of those small chamber heads. All I did was gasket match them.

Twenty plus years ago I built a '86 5.0 for a Turbo Coupe swap project. After looking at cost to have a set of '69 351 heads built, bought a set of Trick Flow(on sale $949) and sold the old heads. Boy Howdy, I ain't ever going back to any factory iron head.

Dam.....I had a 69 Galaxie 500 with 351w back in the 90s. I know now why so many folks tried to buy the car for the motor when I left the car sitting in my grandparents yard after I got a new bronco back then. I was sitting on a gold mine and didn't know it. I ended up selling the car in 98 or 99 for 650 bucks cause guy wanted to put the motor in his dirt track car. I was fixing to pull that motor and put it in another bronco I had but, at that time I was young and starting a business and lost interest in the motor swap. I've since learned the 69 351 heads are what the gt40s were based off of.

I remember when your best bet was to find a set of C09 cylinder heads, they got pretty expensive for the time. Now we have WAY better options in the aftermarket. Unless you're really strapped for cash I don't know why you wouldn't use them.

One other difference with HiPo heads is valve spring installed height. The regular 289 heads up to 66 1/2 had an installed height of 1.64" to 1.66". The HiPo had the 1.78" installed height which all the heads had for 1967. Just an issue regarding valve springs selection.

A set of heads that were over looked are the 92-95 gt40 heads that came on the 5.8L ford lighting.

About GT40P heads, headers, and spark plug interference: A set of accel P526S plugs seems to be a workaround answer, as they are a stubby plug and I believe (confirm on your own) they have the correct thread depth for P heads. Another solution is using a set of 90 degree boot plug wires if you can route them properly. Second option is probably the cheaper of the two!

Late to the party, but wanted to mention a couple important points. The 69 and 70+ 351W heads are different. In 70, California needed EGR, so instead of a special casting Ford made all of the 351W heads with a 'bump' cast in the exhaust port for EGR piping. 70 Cali cars had those drilled open, the rest didn't. You can't just grind the bumps completely out when porting the exhaust because they're cast hollow inside, and cutting them too far exposing the internal void will ruin the heads. Find an old-timer who knows how much you can safely cut away or just leave them alone. 69 351W heads didn't have that bump so they flow exhaust a little better. The other thing is steam holes, the small round opening in head gaskets between the water passages you always wondered why it was there. Some 289 and 302 blocks have the issue, not sure about the other sizes. Some blocks have that spot open to the water jacket and some don't. No rhyme or reason, no casting or design number changes, and both types can occur with any year's blocks. If your block has steam holes, your heads need to have them too. Use a head gasket for a template and drill your heads with a similar hole into the water passage. Heads with steam holes work with any block. Mentioned because many early stock 351W heads don't have steam holes, and you'll pull all your hair out trying to make your 289/302 not run hot unless you know the trick.

96-97 Explorer GT40 heads have 3 bars cast on the outside each end. 98-01 Explorer P heads have 4 bars cast on the ends.

289 HIPO also has spring pockets cast into the head.

I am building 2 windsors. A 221 and a 260. I am going to have to use small 45cc chamber heads as compression change is not an option as with a 289 or 302 (no pistons available). These will be hotter street engines that I am not going to go crazy with. I am using an Offenhauser dual port 360 with 390 or 465cfm 4bbl on the 221 and a cam that is just at the edge of a smooth idle (hyd or maybe roller hyd). I will put bigger valves and open up the ports to match, int and exh, but would like some idea about valve size. Any idea? I have to change them to hard valves and seats anyway.

J Code 302 heads worked pretty good on my 289

The 2bbl Cleveland heads are a good choice for a 302, yes you will need the track boss intake and different ex, dont use the 4bbl heads, its just a waste and you will not make as much power, slick the ports up and nice valves and springs and there ya go, Drag boss garage is a huge resource of just about anything Cleveland

Can the E7TE 5.0L 1989 truck head's be reworked for a low end torque application or should they be shit canned?

If you’re going the aftermarket route be careful with the large valve size and medium to large cams. They do not play nice with stock pistons or even your typical stock replacement 4 valve relief pistons.

I say small block Ford too. Glad you didnt mention the crappy 255

I truly lucked out and found a set of 69 D00E heads is excellent shape for $20, couldn't pass it up. Guy was going with aluminum heads and was giving the old ones away.

Will you be doing a similar video on the exhaust manifolds?

Thumbs up for keeping that sweet 5th gen F100 in the garage and out of the weather! You preach the Ford engine parts knowledge like a TV evangelist 😂 I mean that in a GOOD way!

260 1964 has 1.67 intake and 1.46 exhaust. 1965 289 1.78 intake 1.46 exhaust... 1969 through 1974 351w had the same heads 1975 was basically same as C9 heads but were thin casting decreased valve size but had same port casting size and changed to 14mm spark plugs. Then they tank. Until gt40 and gt40p.. Wish Ford allowed the 1966 gt40 racing heads to be sold to the public. It is a match to Ford like what the 461x and 492 double hump heads were to Chevrolet.

I found 351w gt heads in an ‘85 e-350 long body that came with a 351 HO 4-v.

Would like to replace my 460 BBF to a 351 based alum block build. 460 is just too big in there and heavy. Thanks for the info Jeff, great stuff!!

My 351W has the D0E heads. After cutting out the "thermatic humps" from each exhaust port they are very good flowing heads.

On a 302 block with 351w heads, will the 302 intake fit?

HI thanks for sharing Question would the heads your speaking about would they work on a 95 f150 302 I'm retaining factory EFI also currently running bbk short headers I would like to upgrade cam mild upgrade . What to you recommend my truck has 59,000 original miles 2rwd 4r70w trans 3.31 open gears

I've got a set of 87 thunderbird 302 heads that have a closed chamber heads that I've haven't seen any of the other years

I am in the process of rebuilding my 1993 E F I bronco daily driver with a 351w. can you recommend a cam that would work well with the EFI and get the most out of the engine.

I always wanted to build a 392 Clevor ,just bacause it wouls look cool and be different than what most may do and still make good power in a streetcar

Did anything else change when they went from the big spark plug to the small plug threads? My 74 f100 had a stock big plug head and an e7 on the opposite side of the engine. Lol. They used the e7 rockers on the e7 and the adjustable self aligned rockers on the big plug head.

Thanks I'm enjoying your vids more 351w/ 69 please .

AFR 165s. Nothing else.

I have a set of C90E 302 heads, yes they have 302 on them, not 351.. Closed chamber with like 58cc chambers. I "think" these are the ones called the "police/taxi" heads. Made in March of 69. Info on them is pretty scarce.

Hi, new to your channel and really like your videos. Question, I’m in Australia and managed to get a buddy bar inlet manifold with the Ford part number on it for my 351 Windsor from the states for my 70 Mach1. Back in the day, do you know if they were a good inlet manifold as getting any info on these manifolds is limited. It looks identical to the hi rise inlet manifold Shelby had on the 69 Mustang, but theirs I believe had Shelby on it as mine just has the complete Ford part number. You seem to know your stuff so thought I would just ask. Cheers

Thoughts on 302 heads on a 351 Windsor? apparently the higher compressions alright on the LPG?

I have two sets that I pulled off a boat from the 70s. For that matter I have the complete motors. I'm about to have one oversized with a 871 blower Detroit converted for gas..

My 65 has a punched out 302 to 306 with 65 289 heads. The car is a rocket. With a 650 Edelbrock I can run it to 6k and it pulls all the way through

P headers Sanderson FF6302P fits most even the 62-65 Fairlanes. Even 351W in Falcons, they say.

Those p heads may be a pain for auto engines, but they are great for boats, due to the upswept exhaust manifolds.

I took off a set of the 351 heads from a 1974 galaxy and they had the bigger valves and intake ports with the closed combustion chamber they were factory heads and I also had some 351 heads from a 1975 with bigger valves and intake ports with closed combustion chamber but they had the small plugs and tubes for smog control have you ever seen any of those???

D5ae-ca heads how bad are these heads? Lol gotta a couple free sets looking to buld a 302. Another question 63 Fairlane do i need to cut the shock towers to fit a 351w in there looks pertty tight.

David Vizards Classic Series 289 limited to factory iron heads dual plane and pionts uses the old 289 s opening chamber bowls and 1.94 valves w 1.50 502 hp 411 pounds so the best head is a closed chamber 289

I got 69 heads and die grinded the humps in the exhaust ports then took them to a machine shop and had to have most of the valves replaced. Took a week die grinding them. Could have had edelbrock.

What's better GT40 heads or 351 Windsor head

I’d love to see a breakdown of the 385 series engine heads. Anything out there?

Good segment, just one thing, alloy heads change the harmonics and you might crack the bloke. Cast heads are stronger. Just a thought.

Have gt40p heads on maverick. The plugs will screw you for headers unless you use shorty plugs if you want headers. I said screw or and put 289 hipo exhaust manifolds on it to clear the plugs. It works

I have a 74 351W anybody know if those stock heads are any good

Just curious if anybody knows headers that would fit a 63 Fairlane. With stock shock towers thanks.

Question: Are there "any" good or okay late model cylinder heads out there? Not just the GT40/P cylinder heads? Right now i have a 66 289 that was said to be (finger quote's) ran before being parked. I really like the idea of running the late model roller can engine. Not just for the better performance aspect. But i have been hearing more and more about new camshaft going flat during the break in process. And this is coming from guys that have been rebuilding engines for 40+ years. Sorry, got off on a tangent. I guess that performance is not the only thing that i myself am looking for. Dependability is also a factor as well.

Since I was paying attention please lift the fender on the Ford truck so the chome and the lines match lol

Mrs Richards: "I paid for a room with a view !" Basil: (pointing to the lovely view) "That is Torquay, Madam ." Mrs Richards: "It's not good enough!" Basil: "May I ask what you were expecting to see out of a Torquay hotel bedroom window ? Sydney Opera House, perhaps? the Hanging Gardens of Babylon? Herds of wildebeest sweeping majestically past?..." Mrs Richards: "Don't be silly! I expect to be able to see the sea!" Basil: "You can see the sea, it's over there between the land and the sky." Mrs Richards: "I'm not satisfied. But I shall stay. But I expect a reduction." Basil: "Why?! Because Krakatoa's not erupting at the moment ?"

The Ford Racing/Ford Motorport SVO catalog has always referred to them as "Small Blocks" so I don't know why people have an issue with them being call Small Block Fords. Also, I don't think anyone us making GT40P-headers fir Fox Mustangs anymore (Mac Products made them for Foxes & SN95's but they are out if business). There are no-name cheapos listed on eBay that they claim are for P-heads but who knows how/if they fit. JBA does make them for 1960's Mustangs. IIRC they list them for & Falcons & Fairlanes too. Southwest Speed makes P-headers for street rods.

The HiPo Heads Had Built In Valve Spring Pockets

I put a pair of c9oe 351 heads on a 289 and I only had 80 pounds of compression I had to go to a pair of 289 4v heads then it run fine

As high & rare as junked Explorers are now (since Foxbody builds got popular), aftermarket does make sense. Off topic: When you gonna align that fender behind you? 😊

But differences of heat and warp. I like old school

So doesn't the difference in deck height not allow the installation of 351 heads on a 302.?

The canted valve Windsor Ontario head is THE best

Old 65 289 heads stuffed with 1.94 and 1.60 are the best starting point. WE ran a set, I have a set. We ran a set on a 351w. Bought a set of RPM'S. Made a whopping 1 tenth!! The 60' was faster. All that hype is bs! And they look stock. I've ran the 69 351w heads! Go with the 65 289 heads, have them ported and put 1.94 and 1.60 valves installed.we ran all those heads! The 289 heads look stock too! The 69-70 351W heads have bigger chambers and the exhaust port takes more work! Get a set of Victor Jr past that! Or Canfield

Where does my 292 Y block in my 64 F100 fit into this discussion?

The GT40 and GT40P were "high swirl" heads. That was their advantage.

I have a set of 2 Bar "MM" heads from a marine/industrial setup. F3JE/CA or AA. Was told from Ford Performance that they are the same as 3 bar GT40 heads. They came with stainless valves. I want to put them on my 289, not sure if anyone else has experience with them.

No mention of the 255, just because a rodent passing gas moves more air than the heads on this is that any reason to skip it?? (YES). While I may not adhere to your just-get-aftermarket-heads view, I appreciate you putting this out there. Some deals can still be scored on 351W heads, I picked up a set of complete D0OE heads at Ford Carlisle (2021) for $75. Still need to get them tanked and inspected but for the price its a risk I'll take.

LS1 is a copy of the 351 Windsor but the Windsor has way bigger bottom end bearing to make the power with a slight modification you put the LS heads on the Windsor 🎉