Cobra jet heads 460 ford

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Earlier this decade, Kaase demonstrated their considerable engine-design talents when they corrected longstanding failings in the original series cylinder heads. For the first time, the series engine exceeded the cfm peak intake flow of the desirable Boss Kaase with Ford designated the new heads the Super Cobra Jet. In the intervening years and with ambitions to expand into broader markets, including the street performance arena, Kaase consolidated the gains made in the SCJ heads and continued to refine them. Now, with peak intake flow ratings of around cfm, the new Kaase P51 variants are available directly from the Kaase factory.

Cobra jet heads 460 ford

Log in. Sign up. JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding. Thanks, Chris. Sort by Oldest first Oldest first Newest first Most reactions. Designed by jon kaase and I think Ford pushed themselves into the rights or something. Believe I read that here not too long ago. I was dead wrong. I ASSumed he meant newer cobra jet style heads for both. Stupid keystone light. I thought that was the pre-Kaase head. I'm not sure now though. One says "ford motorsport", the other says "motorsport cobra jet" will they both fit a stock '74 short block?

Which heads? Now, if you ran a set of heads that flowed because of improper porting or seat work, and then reworked them to flowthey would for sure make more power.

Log in. Sign up. Home Forums FFCars. JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding. Anyway, is there any reason that these heads cannot be used on a with the torker II intake?

There was also the MEL Mercury-Edsel-Lincoln fat block displacing and ci produced from , a low-revving luxury car monster mash that ultimately became a popular mill for marine racing applications. The MEL made brute low-revving torque for just about any application, which made it perfect for luxury cars. These engines were right for the time. In fact, the FE big block remains the standard for Ford enthusiasts and the aftermarket. At Ford, the abundant torque the MEL made worked perfectly in marine applications and for drag racers. It was also a quiet smooth luxury car powerplant long on twist for heavy Lincolns. It was incredibly quiet. By the mids, Ford product planners and engineers saw the need for new technology in its big block engines. They needed to be lighter with a less complicated manufacturing process.

Cobra jet heads 460 ford

Log in. Sign up. JavaScript is disabled. For a better experience, please enable JavaScript in your browser before proceeding. These heads are bare and new. As in they have never been assembled ar any thing done to them. Don't know what they are worth so before they go on Ebay. Thanks and I can be contacted via text or phone. Sort by Oldest first Oldest first Newest first Most reactions.

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By the mids, Ford product planners and engineers saw the need for new technology in its big block engines. The aftermarket offers plenty of displacement via great stroker kits. Also, the heat transfer qualities of aluminum minimize hot spots in the cylinder, so you can get away with an extra 0. Mike Dutt says:. With the P head, some of the intake ports will be smooth and quiet all the way to. I'd like to stay aluminum and I do want to keep the price down as far as possible. This usually occurs above. Those ports will usually flow over CFM. But slow is not what you want in a good performance or race engine. For the first time, the series engine exceeded the cfm peak intake flow of the desirable Boss Kaase P51 flow chart at 28 inches of water reveals exceptional mid-range flow Valve Lift inches Intake cfm Exhaust cfm 0.

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For convenience, intake and exhaust port locations are unchanged. We have dyno tested engines with heads that flowed and then changed to heads where every port went turbulent to flow Athlonia wrote: Also has new front sump Melling high volume oil pump with Ford truck oil pan. Similar topics. The Holley flange cobra jet manifold was utilized for the marine and gave an additional 10 hp rpm over the stock manifold even with terrible port mismatch of the smaller cylinder head intake ports. Of course none of the manifolds would fit. I think those were the first Aluminum heads to come out that were based on the CJ iron head. The motor does run quite a bit cooler than a motor in a car it is in a jet boat because it constantly gets fresh water at lake temperature to cool it down. Brad Brad. You will get some bleed down from cam overlap presuming you have some overlap , so more agressive grinds are actually a little more tolerant of higher CR. Of course none of the manifolds would fit. Also, it's not static compression that you need to be worred about, it's net cylinder pressure. When it happens, the sound changes and the airflow will drop off about 20CFM. They are very expensive, and I had to think long and hard about risking a cheaper spring.