bear351c

I guess it's supply and demand. 
 
Mach 1 mustangs, Effies, Panteras, there must be a market for it.

Hard to believe that there's so much interest in Clevo's in the good ole US of A, that Tim Meyer and such will go to the lengths of making new ones...!!!!  
At the same time, deleting some of the inherent issues from the 1960-70's model.  Bravo fellas.  If I was in the 'States, I know what I'd be saving for right now. 

Hard to believe that there's so much interest in Clevo's in the good ole US of A, that Tim Meyer and such will go to the lengths of making new ones...!!!!  
At the same time, deleting some of the inherent issues from the 1960-70's model.  Bravo fellas.  If I was in the 'States, I know what I'd be saving for right now. 

....and BOSS heads had screw in rocker studs, I think.

....and BOSS heads had screw in rocker studs, I think.

A Guide to Ford OHV Cylinder Head Casting Numbers
  By Greg Acosta April 20, 2018 While the aftermarket has done an exceptional job of creating performance cylinder heads for Ford’s line of V8 engines, sometimes you aren’t looking for an aftermarket cylinder head. If you’re performing a correct restoration or a budget build, sometimes an original FoMoCo cylinder head is what you seek, so no matter whether you’re scouring the internet or junkyard, the following Ford cylinder head casting numbers should help you figure out what you’re looking at and where it came from.
Numbering Convention
Ford’s part number convention generally follows the format of a four-digit casting code, followed by a four-digit basic part number, which will be “6090” for a cylinder head, followed by the revision version. Since it’s fairly obvious that you’re looking at a cylinder head, the important digits are the first four and last two, and in most cylinder heads those four to six digits are all that are cast into the head, anyway.
The basic breakdown of the modern numbering convention (1959 and newer) is that the first digit is a letter and represents the decade in which the part was designed. A = 1940s, B = 1950s, C = 1960s, D = 1970s, E = 1980s, F = 1990s. The second digit will be a numeral, and will represent the year within that decade (i.e. C2 = 1962; E7 = 1987).
The third digit is usually another letter, but can also be a numeral in rare cases, and it signifies the vehicle the part was designed for (i.e. S = Thunderbird; T=Truck).
The fourth digit is the engineering division the part originated from, so most of the fourth digits will be “E” for “Engine” with a few exceptions.
Here’s where you would find the casting number on a Windsor head. Here we have the venerable E7TE-PA 5.0L head. One thing to note, is that due to the general numbering scheme of Ford’s casting numbers, you can have the same major casting number, for two completely different applications. For example, there is also an E7TE big-block Ford cylinder head, with the revision identifier of “BD.”
Engine Families
This article covers a number of Ford V8 engine families. They are:
Y-Block small-block: Produced in the US from 1954 until 1964, the Y-Block was the small-block replacement for the Flathead V8 and is where this article starts. Common factory displacements ranged from 239 cubic inches to 312 cubic inches.
FE medium block: Derived from the “Ford-Edsel” name, the FE is bigger than a small-block, but smaller than a big-block, earning it the moniker of a “medium-block.” It was designed to be a replacement for the Y-Block in the 1958 Ford line. It persevered until 1978, and came from the factory in displacements ranging from 332 cubic inches up to 428 cubic inches.
M-E-L big-block: The Ford MEL big-block was also introduced in 1958 to replace the heavier Y-Block applications. The MEL, which stood for “Mercury-Edsel-Lincoln” came in displacements ranging from 383 cubic inches to 462 cubic inches and lasted through the 1968 model year.
Super Duty big-block: The Ford Super Duty big-block engine was a truck-specific big-block that was introduced in 1958 alongside the FE and MEL, and lasted through 1982. It came in 401 cubic-inch, 477 cubic-inch, and 534 cubic-inch variants and is much less common in the performance realm.
Big-Block Ford: More correctly referred to as the Ford 385 engine—after the factory 3.85-inch crankshaft stroke—this is the engine referred to when someone references a big-block Ford, or BBF. It was debuted in 1968 and sold through 1997. The BBF came primarily in two sizes, the 429 cubic-inch and 460 cubic-inch versions, with a rare small-bore, 370-cube version in 1978.
Cleveland small-block: The Ford 335 small-block family introduced in 1969, was referred to as the “Cleveland” engine, due to the fact that they were built in the Cleveland engine plant. They came in 351 cubic-inch and 400 cubic-inch variants, were known for their large ports and large, canted valves, and remained in production until 1982.
Windsor small-block: The Ford Windsor small-block is the ubiquitous “small-block Ford” engine, with the most common variants the 302 and the 351 Windsor, the family ranged from 221 cubic inches to 351 cubic inches in displacement. Debuting in the 1962 model-year, its reign lasted until the following century. The last Windsor engine rolled off the line for the 2001 Ford Explorer.
Boss 302 Cleveland/Windsor small-block hybrid: The Boss 302 engine was a 351 Cleveland cylinder head bolted onto a Windsor shortblock, making the first “Clevor” hybrid. Cylinder heads from a Boss 302 have slightly modified coolant passages to allow everything to mate up perfectly.
The 351 Cleveland cylinder head offers larger ports, and valve sizes over its Windsor counterparts, along with the more advantageous canted valve configuration.
XE – 1966-1967, 427 small-block, 2.19/1.73 valves, 88.0 cc chambers
117 – 1956-1963, 332 FE medium-block
119 – 1956-1963, 332 FE medium-block
EBU – 1954, 239 Y-Block small-block. 1.64/1.51 valves
EBU-F – 1954, 239 Y-Block small-block. 1.64/1.51 valves
EBU-G – 1954, 239 Y-Block small-block. 1.64/1.51 valves
EBV – 1954-1955, 239 Y-Block small-block. 1.64/1.51 valves
EBY – 1954, 256 Y-Block small-block. 1.64/1.51 valves
EBY-C – 1954-1964, 256/272 Y-Block small-block. 1.64/1.51 valves
EBZ – 1954-1955, 256 Y-Block small-block. 1.64/1.51 valves
ECG-A – 1955, 272 Y-Block small-block, 1.78/1.51 valves, Special, late
ECG-B – 1955, 272 Y-Block small-block, 1.78/1.51 valves, Thunderbird
ECG-C – 1955, 272 Y-Block small-block, 1.78/1.51 valves, Thunderbird
ECG-D – 1955, 272 Y-Block small-block, 1.78/1.51 valves
ECG-H – 1956, 272 Y-Block small-block, 1.78/1.51 valves
ECG-R – 1956, 272 Y-Block small-block, 1.78/1.51 valves
ECG-T – 1956, 272 Y-Block small-block, 1.78/1.51 valves
ECG-T – 1956, 292 Y-Block small-block, 1.78/1.51 valves
ECG-T – 1956, 312 Y-Block small-block, 1.78/1.51 valves, Thunderbird
ECK – 1955, 292 Y-Block small-block, 1.78/1.51 valves
ECK-A – 1955, 292 Y-Block small-block, 1.78/1.51 valves
ECK-B – 1955, 292 Y-Block small-block, 1.78/1.51 valves, Police, late
ECL-A – 1955, 272 Y-Block small-block, 1.78/1.51 valves
ECL-B – 1955, 272 Y-Block small-block, 1.78/1.51 valves, Special, early
ECL-B – 1955, 292 Y-Block small-block, 1.78/1.51 valves, Police
ECL-B – 1955, 292 Y-Block small-block, 1.78/1.51 valves, Thunderbird
ECL-C – 1955, 292 Y-Block small-block, 1.78/1.51 valves
ECR-D – 1956, 292 Y-Block small-block, 1.78/1.51 valves
ECW-A – 1956, 272 Y-Block small-block, 1.78/1.51 valves
ECZ-A – 1956, 272 Y-Block small-block, 1.78/1.51 valves
ECZ-A – 1956, 312 Y-Block small-block, 1.78/1.51 valves
ECZ-B – 1956, 292 Y-Block small-block, 1.78/1.51 valves
ECZ-B – 1956, 312 Y-Block small-block, 1.78/1.51 valves
ECZ-C – 1956, 272 Y-Block small-block, 1.78/1.51 valves, 73cc chambers
ECZ-C – 1956, 292 Y-Block small-block, 1.78/1.51 valves, 73cc chambers
ECZ-C – 1956, 312 Y-Block small-block, 1.78/1.51 valves, 73cc chambers
ECZ-E – 1957-1959, 272 Y-Block small-block, 1.92/1.51 valves, 69cc chambers
ECZ-F – 1957, 292 Y-Block small-block, 1.92/1.51 valves, 69cc chambers, Thunderbird
ECZ-G – 1957, 272 Y-Block small-block, 1.92/1.51 valves, 69cc chambers
ECZ-G – 1957, 292 Y-Block small-block, 1.92/1.51 valves, 69cc chambers
ECZ-G – 1957, 312 Y-Block small-block, 1.92/1.51 valves, 69cc chambers, Thunderbird
EDB-B – 1956, 292 Y-Block small-block, 1.78/1.51 valves
EDB-B – 1956, 312 Y-Block small-block, 1.78/1.51 valves, Thunderbird
EDB-C – 1957, 312 Y-Block small-block, 1.92/1.51 valves, 69cc chambers, Racing
EDB-D – 1957, 312 Y-Block small-block, 1.92/1.51 valves, 69cc chambers, Supercharged
EDB-E – 1957, 312 Y-Block small-block, 1.92/1.51 valves, 69cc chambers, Supercharged
EDC – 1958, 332 FE medium-block, 2.02/1.55 valves, 69cc chambers,
EDC-E – 1958, 332 FE medium-block, 2.02/1.55 valves, 69cc chambers,
575 – 1958-1960, 352, FE medium-block
5750063 – 1958-1960, 430, Mercury-Edsel-Lincoln (MEL) big-block
5750065 – 1958-1960, 430, Mercury-Edsel-Lincoln (MEL) big-block
5750117 – 1956-1962, 332, FE medium-block
5750118 – 1956-1968,401/477/534, Super Duty big-block
5750119 – 1956-1962, 332,  FE medium-block
5750188 – 1958-1968, 401/477/534, Super Duty big-block
5750471 – 1955-1962, 292/312, Y-Block small-block, 1.92/1.51 valves, 72cc chambers
5750564 – 1958-1968, 401/477/534, Super Duty big-block
5751433 – 1958-1968, 401/477/534, Super Duty big-block
5752113 – 1957-1962, 272/292/312, Y-Block small-block, 1.92/1.51 valves, 72cc chambers
5752117 – 1958-1964, 332, FE medium-block
5752120 – 1958-1962, 332, FE medium-block
5752142 – 1958-1959, 332/352/361, FE medium-block, 2.02-1.55 valves, 70cc chambers
5752143 – 1958-1962, 332/352/361/390, FE medium-block, 2.02/1.55 valves, 70cc chambers
B9AE – 1959-1962, 272/292/312, Y-Block small-block, 1.92/1.51 valves, 72cc chambers
B9AE – 1959-1963, 352/390, FE medium-block
B9ME – 1959-1960, 430, Mercury-Edsel-Lincoln (MEL) big-block
B9ME-B – 1959-1960, 430, Mercury-Edsel-Lincoln (MEL) big-block
B9TE – 1959-1962, 272/292/312, Y-Block small-block, 1.92/1.51 valves, 72cc chambers
C0AE – 1960-1962, 292/312, Y-Block small-block, 1.64/1.51 valves, 75cc chambers
C0AE – 1960-1962, 352, FE medium-block, 2.02/1.55 valves, 75cc chambers
C0AE-C – 1960-1962, 352, FE medium-block, 2.02/1.55 valves, 75cc chambers
C0AE-D – 1960-1962, 352, FE medium-block, 2.02/1.55 valves, 60cc chambers
C0DE-607 – 1960-1963, 430, Mercury-Edsel-Lincoln (MEL) big-block
C0ME – 1960-1965, 430, Mercury-Edsel-Lincoln (MEL) big-block
C0OE-D – 1960-1961, 390, FE medium-block, 2.02/1.55 valves, 65cc
C0TE – 1960-1962, 292/312, Y-Block small-block, 1.64/1.51 valves, 75cc chambers
COTE-A – 292, Y-Block small-block, 1.64/1.51 valves, 75cc chambers
C1AE – 1961-1962, 292/312, Y-Block small-block, 1.64/1.51 valves, 72cc chambers
C1AE – 1961-1962, 352/390, FE medium-block, 1.64/1.51 valves, 72cc chambers
C1AE-590 – 1961-1965, 352/390, FE medium-block
C1AE-A – 1961-1965, 390, FE medium-block, 2.02/1.55 valves, 72cc chambers
C1AE-C – 1961-1962, 292, Y-Block small-block
C1SE-A – 1961-1962, 390, FE medium-block, 2.02/1.55 valves, 72cc chambers
C1TE, 1961-1964, 272/292, Y-Block small-block, 1.64/1.51 valves, 76cc chambers
C1TE-471, 1961, 312, Y-Block small-block
C1TE-611, 1961-1962, 292, Y-Block small-block
C1TE-612, 1961-1962, 292, Y-Block small-block
C1TE-B, 1961-1962, 272/292/312, Y-Block small-block
C1TE-C, 1961-1962, 292, Y-Block small-block
C1TE-D, 1961-1962, 292, Y-Block small-block
C1TE-G, 1961-1962, 292, Y-Block small-block
C2OE – 1962,  221, Windsor small-block, 1.59/1.39 valves, 45cc chambers
C2OE-A – 1962,  221, Windsor small-block, 1.59/1.39 valves, 45cc chambers
C2OE-B – 1962,  221, Windsor small-block, 1.59/1.39 valves, 45cc chambers
C2OE-C – 1962,  221, Windsor small-block, 1.59/1.39 valves, 45cc chambers
C2OE-D – 1962-1963,  221, Windsor small-block, 1.59/1.39 valves, 45cc chambers
C2OE-E – 1962-1963,  221, Windsor small-block, 1.59/1.39 valves, 45cc chambers
C2OE-F – 1962-1963,  260, Windsor small-block, 1.59/1.39 valves, 49.2cc chambers
C2SE-A – 1962-1963, 390, FE medium-block, 2.02/1.55 valves, 66cc chambers
C2SE-B – 1962, 390, FE medium-block, 2.02/1.55 valves, 66cc chambers
C2SE-B – 1962, 406, FE medium-block, 2.09/1.55 valves, 63cc chambers
C2SE-C – 1962-1963, 406, FE medium-block, 2.09/1.55 valves, 64cc chambers
C2TE – 1962-1964, 390, FE medium-block
C2TE-490 – 1962-1964, 332, FE medium-block
C2TE-A – 1962, 332, FE medium-block
C2TE-AA – 1962, 390, FE medium-block
C2TZ-A – 1962, 332, FE medium-block
C3AE – 1963, 260, Windsor small-block, 1.67/145 valves, 49.2cc chambers
C3AE – 1963-1965, 406, FE medium-block
C3AE – 1963-1967, 352, FE medium-block
C3AE – 1963-1968, 390, FE medium-block
C3AE-846 – 1963, 406, FE medium-block
C3AE-846 – 1963-1965, 427, FE medium-block
C3AE-A – 1963-1965, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chambers
C3AE-C – 1963-1965, 406, FE medium-block. 2.09/1.66 valves, 58cc chambers
C3AE-D – 1963-1964, 427, FE medium-block. 2.09/1.66 valves, 64cc chambers
C3AE-F – 1963-1964, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chambers
C3AE-G – 1963-1965, 427, FE medium-block. 2.09/1.66 valves, 73cc chambers
C3AE-H – 1963-1964, 427, FE medium-block. 2.09/1.66 valves, 73cc chambers
C3AE-I – 1963-1964, 427, FE medium-block. 2.09/1.66 valves, 73cc chambers
C3AE-J – 1963-1964, 427, FE medium-block. 2.09/1.66 valves, 73cc chambers
C3AE-K – 1963-1964, 427, FE medium-block. 2.09/1.66 valves, 73cc chambers
C3OE – 1963, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chambers. Hi-Po
C3OE-A – 1963, 221, Windsor small-block, 1.59/1.39 valves, 45cc chambers
C3OE-B – 1963, 260, Windsor small-block, 1.59/1.39 valves, 49.2cc chambers
C3OE-E – 1963, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chambers, Hi-Po
C3OE-F – 1963, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chambers, Hi-Po
C3TE – 1963-1968, 534, Super Duty big-block
C3TE-B – 1963, 332, FE medium-block
C3TE-D – 1963-1975, 401/475/477/534, Super Duty big-block
C3VE-A – 1963, 430, Mercury-Edsel-Lincoln (MEL) big-block
C3VE-B – 1963-1965, 430, Mercury-Edsel-Lincoln (MEL) big-block
C4AE – 1964, 427, FE medium-block. 2.19/1.73 valves, 73cc chambers
C4AE – 1964-1965, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chambers
C4AE – 1964-1974, 352/390/428, FE medium-block
C4AE-590 – 1964-1965, 352/390, FE medium-block
C4AE-A – 1964-1965, 352/390, FE medium-block, 202/1.55 valves
C4AE-C – 1964-1965, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chambers
C4AE-C – 1964-1965, 352/390, FE medium-block
C4AE-D – 1964-1965, 352/390, FE medium-block
C4AE-F – 1964-1965, 427, FE medium-block, 2.19/1.73 valves, 73cc chambers
C4OE – 1964, 260, Windsor small-block, 1.67/1.45 valves, 49.2cc chambers
C4OE-A – 1964, 260, Windsor small-block, 1.67/1.45 valves, 49.2cc chambers
C4OE-B – 1964, 260, Windsor small-block, 1.67/1.45 valves, 49.2cc chambers
C4OE-B – 1964-1965, 289, Windsor small-block, 1.78/1.45 valves, 54.5cc chambers, Hi-Po
C4VE-A – 1964-1965, 430, Mercury-Edsel-Lincoln (MEL) big-block
C5AE – 1965-1966, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chambers
C5AE – 1965-1968, 352/390, FE medium-block
C5AE-686 – 1965-1968, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chambers
C5AE-850 – 1965-1968, 427, FE medium-block
C5AE-A – 1965, 289, Windsor small-block, 1.78/1.45 valves, 49.2cc chambers, Hi-Po
C5AE-B – 1965, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chamber
C5AE-E – 1965, 289, Windsor small-block, 1.78/1.45 valves, 54.5cc chambers, Hi-Po
C5AE-F – 1965-1967, 427, FE medium-block. 2.19/1.73 valves, 88cc chambers
C5AE-R – 1965-1967, 427, FE medium-block, 2.19/1.73 valves, 88cc chambers
C5DE-B – 1965-1967, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chambers
C5OE-A – 1965-1967, 289, Windsor small-block, 1.78/1.45 valves, 54.5cc chambers, Hi-Po
C50E-E – 1965289, Windsor small-block, 1.78/1.45 valves, 54.5cc chambers, Hi-Po
C6AE – 1966-1968, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chambers
C6AE – 1966-1968, 352/390/428, FE medium-block
C6AE-A – 1966, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chamber
C6AE-A – 1966-1968, 428, FE medium-block, 2.02/1.55 valves, 73.5cc chamber
C6AE-AA – 1966-1968, 428, FE medium-block, 2.02/1.55 valves, 73.5cc chamber
C6AE-AB – 1966-1968, 390, FE medium-block, 2.02/1.55 valves, 73.5cc chamber
C6AE-D – 1966-1968, 428, FE medium-block, 2.02/1.55 valves, 73.5cc chamber, Smog
C6AE-F – 1966-1967, 427, FE medium-block, 2.19/1.73 valves, 88cc chamber
C6AE-G – 1966, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chamber
C6AE-J – 1966-1968, 352/390, FE medium-block, 2.02/1.55 valves, 73.5cc chamber
C6AE-K – 1966, 352/390/410/428, FE medium-block, 2.02/1.55 valves, 73.5cc chamber
C6AE-L – 1966-1968, 390, FE medium-block, 2.02/1.55 valves, 68cc chamber
C6AE-U – 1966-1967, 390, FE medium-block, 2.02/1.55 valves, 68cc chamber, GT
C6OE – 1966, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chamber
C6OE-AA – 1966-1968, 390, FE medium-block, 2.02/1.55 valves, 68cc chamber, Smog
C6OE-AB – 1966-1968, 390, FE medium-block, 2.02/1.55 valves, 68cc chamber, Smog
C6OE-AC – 1966-1968, 390, FE medium-block, 2.02/1.55 valves, 68cc chamber, GT
C6OE-C – 1966, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chamber, Smog
C6OE-E – 1966, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chamber, Smog
C6OE-H – 1966-1967, 390, FE medium-block, 2.02/1.55 valves, 73.5cc chamber, Smog, GT
C6OE-M – 1966, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chamber
C6OE-R – 1966-1968, 352/390, FE medium-block, 2.02/1.55 valves, 68.5cc chamber
C6OE-Y – 1966-1968, 390, FE medium-block, 2.02/1.55 valves, 68cc chamber, GT
C6TE-B – 1966, 352/390/410/428, FE medium-block, 2.02/1.55 valves, 73.5cc chamber
C6TE-G – 1966, 352/390/410/428, FE medium-block, 2.02/1.55 valves, 73.5cc chamber
C7AE-A – 1967-1968, 390/428, FE medium-block, 2.02/1.55 valves, 68cc chamber, GT
C7AE-H – 1967, 390, FE medium-block, 2.02/1.55 valves, 73.5cc chamber
C7AE-H – 1967, 428, FE medium-block, 2.02/1.55 valves, 73.5cc chamber
C7OE – 1967, 289, Windsor small-block, 1.78/1.45 valves, 54.5cc chamber, Hi-Po, Shelby
C7OE-A – 1967, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chamber, Smog
C7OE-B – 1967, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chamber, Smog
C7OE-C – 1967, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chamber
C7OE-C – 1967-1970, 302, Windsor small-block, 1.78/1.45 valves, 63cc chamber
C7OE-D – 1967, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chamber
C7OE-G – 1967-1968, 302, Windsor small-block, 1.67/1.45 valves, 63cc chamber
C7OE-G – 1967-1970, 302, Windsor small-block, 1.78/1.45 valves, 63cc chamber
C7OE-K – 1967, 427, FE medium-block, 2.25/1.73 valves, 88cc chamber
C7OZ-A – 1967, 289, Windsor small-block, 1.67/1.45 valves, 49.2cc chamber
C7OZ-B – 1967, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chamber, Smog
C7ZE – 1967, 289, Windsor small-block, 1.78/1.45 valves, 54.9cc chamber, Hi-Po
C7ZE-A – 1967, 289, Windsor small-block, 1.67/1.45 valves, 54.5cc chamber, Hi-Po Smog
C8AE-A – 1968, 390/428, FE medium-block, 2.02/1.55 valves, 68cc chamber, Smog
C8AE-B – 1968, 390/428, FE medium-block, 2.02/1.55 valves, 68cc chamber, Smog
C8AE-F – 1968, 428, FE medium-block, 2.02/1.55 valves, 68cc chamber, Cobra Jet, Smog
C8AE-H – 1968, 390/428, FE medium-block, 2.02/1.55 valves, 68cc chamber, Smog
C8AE-J – 1968-1970, 302, Windsor small-block, 1.78/1.45 valves, 63cc chamber
C8AE-N – 1968, 427, FE medium-block, 2.09/1.66 valves, 75cc chamber, Smog
C8AX-A – 1968, 427, FE medium-block, 2.25/1.73 valves, 88cc chamber
C8DE-F – 1968-1970, 302, Windsor small-block, 1.78/1.45 valves, 63cc chamber
C8OE – 1968, 289, Windsor small-block, 1.67/1.45 valves, 63cc chamber
C8OE-A – 1968, 390, FE medium-block, 2.02/1.55 valves, 68cc chamber, GT, Smog
C8OE-B – 1968-1969, 390, FE medium-block, 2.02/1.55 valves, 68cc chamber, GT
C8OE-D – 1968, 289, Windsor small-block, 1.67/1.45 valves, 63cc chamber
C8OE-F – 1968, 390, FE medium-block, 2.02/1.55 valves, 68cc chamber, GT
C8OE-F – 1968-1970, 302, Windsor small-block, 1.78/1.45 valves, 53.5cc chamber
C8OE-H – 1968-1970, 428, FE medium-block, 2.09/1.66 valves, 73.5cc chamber, Cobra Jet, Smog
C8OE-J – 1968, 302, Windsor small-block, 1.67/1.45 valves, 63cc chamber
C8OE-J – 1968-1970, 302, Windsor small-block, 1.78/1.45 valves, 63cc chamber
C8OE-K – 1968-1970, 302, Windsor small-block, 1.78/1.45 valves, 63cc chamber, Smog
C8OE-L – 1968, 289, Windsor small-block, 1.67/1.45 valves, 63cc chamber, Smog
C8OE-L – 1968-1970, 302, Windsor small-block, 1.78/1.45 valves, 63cc chamber, Smog
C8OE-M – 1968, 289, Windsor small-block, 1.67/1.45 valves, 63cc chamber, Smog
C8OE-M – 1968-1970, 302, Windsor small-block, 1.78/1.45 valves, 63cc chamber, Smog
C8OE-XX – 1968, 390, FE medium-block, 2.02/1.55 valves, 68cc chamber, GT
C8OZ-H – 1968-69, FE medium-block, 2.02/1.55 valves, 68cc chamber, GT
C8SZ-B – 1968-1971, 429/460, Big-Block Ford, 2.09/1.66 valves, 76cc chamber
C8TE – 1968-1970, 302 , Windsor small-block, 1.78/1.45 valves, 63cc chamber
C8VE-A – 1968-1971, 429/460, Big-Block Ford, 2.09/1.66 valves, 76cc chamber
C8VE-E – 1968-1971, 429/460, Big-Block Ford, 2.09/1.66 valves, 76cc chamber
C8WE-A – 1968, 427, FE medium-block, 2.09/1.66 valves, 75cc chamber, Smog
C8ZE-B – 1968, 289, Windsor small-block, 1.78/1.45 valves, 54.5cc chamber, Hi-Po, Service
C8ZE-B – 1968, 289, Windsor small-block, 1.78/1.45 valves, 54.9cc chamber, Hi-Po, Service
C9AE-A – 1969, 429, Big-Block Ford, 2.25/1.73 valves, 100cc chamber, BOSS
C9OE-B – 1969-1974, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
C9OE-D – 1969-1974, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
C9OE-E – 1969-1974, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
C9TE-C – 1960-1970, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
C9VE-A – 1969-1971, 429, Big-Block Ford, 2.24/1.72 valves, 73.5cc chamber, Cobra Jet, Super Cobra Jet
C9ZE-A – 1969, 302, Cleveland/Windsor small-block hybrid, 2.23/1.71 valves, 63cc chamber, Boss
C9ZE-A – 1969, 302, Cleveland/Windsor small-block hybrid, 2.23/1.71 valves, 63cc chamber, Boss
D0AE-AA – 1969, 429, Big-Block Ford, 2.25/1.73 valves, 100cc chamber, BOSS
D0AE-E – 1970-1974, 351, Cleveland small-block, 2.04/1.66 valves, 73.2cc chambers
D0AE-G – 1970-1971, 351, Cleveland small-block, 2.19/1.71 valves, 62.8cc chambers
D0AE-H – 1970-1971, 351, Cleveland small-block, 2.19/1.71 valves, 62.8cc chambers
D0AE-H – 1970-1971, 429, Big-Block Ford, 2.24/1.72 valves, 73.5cc chamber, Cobra Jet, Super Cobra Jet
D0AE-J – 1970-1974, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D0AE-M – 1970-1971, 351, Cleveland small-block, 2.19/1.71 valves, 62.8cc chambers
D0AE-N – 1970-1971, 351, Cleveland small-block, 2.19/1.71 valves, 62.8cc chambers
D0AE-R – 1970-1971, 351, Cleveland small-block, 2.19/1.71 valves, 62.8cc chambers
D0AZ-A – 1970-1974, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D0AZ-B – 1970-1974, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D0AZ-C – 1970, 429, Big-Block Ford, 2.25/1.73 valves, 100cc chamber, BOSS
D0AZ-D – 1970-1974, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D0OE-B – 1970, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D0OE-C – 1970-1974, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
D0OE-G – 1970-1974, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
D0OE-R – 1970-1971, 429, Big-Block Ford, 2.24/1.72 valves, 73.5cc chamber, Cobra Jet, Super Cobra Jet
D0OZ-C – 1970-1974, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
D0VE-A – 1970-1971, 429/460, Big-Block Ford, 2.09/1.66 valves, 76cc chamber
D0VE-C – 1970-1971, 429/460, Big-Block Ford, 2.09/1.66 valves, 76cc chamber
D0ZE-A – 1970, 302, Cleveland/Windsor small-block hybrid, 2.19/1.71 valves, 58cc chamber, Boss
D0ZE-B – 1970, 302, Cleveland/Windsor small-block hybrid, 2.19/1.71 valves, 58cc chamber, Boss
D1AE – 1971-1974, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D1AE-A – 1971-1973, 400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D1AE-A1A – 1971, 400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D1AE-A1B – 1971, 400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D1AE-A1C – 1971-1973, 400, Cleveland small-block, 2.04/1.66 valves, 75.6cc chambers
D1AE-A2C – 1971-1973, 400, Cleveland small-block, 2.04/1.66 valves, 75.6cc chambers
D1AE-AA – 1971-1974, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D1AE-AB – 1971-1974, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D1AE-AC – 1971-1974, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D1AE-CB – 1971-1974, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D1AE-GA – 1971-1974, 351, Cleveland small-block, 2.19/1.71 valves, 58cc chambers
D1OE – 1971-1974, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
D1OE-BA – 1971-1974, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
D1TZ-A – 1971-1974, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D1TZ-BB – 1971-1974, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D1VE-A – 1971, 429/460, 429/460, Big-Block Ford, 2.09/1.66 valves, 76cc chamber
D1ZE-A – 1971, 302, Cleveland/Windsor small-block hybrid, 2.19/1.71 valves, 58cc chamber, Boss, Service
D1ZE-B – 1971, 351, Cleveland small-block, 2.19/1.71 valves, 66cc chambers, Boss
D1ZE-CB – 1971-1974 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D1ZE-DA – 1971, 351, Cleveland small-block, 2.19/1.71 valves, 75.4cc chambers, Cobra Jet
D1ZE-GA – 1971-1973, 351, Cleveland small-block, 2.19/1.71 valves, 75.4cc chambers, Cobra Jet
D2AE – 1972-1974, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D2OE-AA – 1972-1974, 429/460, Big-Block Ford, 2.19/1.71 valves, 91.5cc chamber, Police
D2OE-AB – 1972-1974, 429/460, Big-Block Ford, 2.19/1.71 valves, 91.5cc chamber, Police
D2OE-BA – 1972-1974, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D2OE-DA – 1972-1974, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D2VE-AA – 1972-1974, 429/460, Big-Block Ford, 2.09/1.66 valves, 91.5cc chamber
D2VE-A2A – 1972, 429/460, Big-Block Ford, 2.09/1.66 valves, 100cc chamber
D2ZE-A – 1973, 351, Cleveland small-block, 2.19/1.71 valves, 75.4cc chambers, High Output
D2ZE-B – 1973, 351, Cleveland small-block, 2.19/1.71 valves, 75.4cc chambers, High Output
D3AE – 1973-1975, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D3AE-FA – 1973-1974, 460, Big-Block Ford, 2.19/1.66 valves, 89cc chamber, Police
D3AE-G2B – 1973-1974, 400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D3VE-A2A – 1973-1974, 429/460, Big-Block Ford, 2.09/1.66 valves, 97cc chamber
D3VE-AA – 1973-1974, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D3VE-AA – 1973-1974, 429/460, Big-Block Ford, 2.09/1.66 valves, 97cc chamber
D3ZE-AA – 1973-1974, 351, Cleveland small-block, 2.19/1.71 valves, 75.4cc chambers, Cobra Jet
D4AE – 1974, 351, Cleveland small-block, 2.19/1.71 valves, 75.4cc chambers
D4AE-AA – 1974-1975, 351, Cleveland small-block, 2.04/1.66 valves, 76.2cc chambers
D4AE-AA – 1974, 400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D4AE-B2A – 1974, 400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D4AE-BA – 1974, 351, Cleveland small-block, 2.19/1.71 valves, 75.4cc chambers
D4DE-AA – 1974-1979, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D4DE-AB – 1974-1979, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D4DE-BA – 1974-1979, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D4DE-BB – 1974-1979, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D4VE – 1974, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D4VE – 1974-1978, 460, Big-Block Ford, 2.09/1.66 valves, 96.2cc chamber, Police
D4VE-B2A – 1974-1978, 460, Big-Block Ford, 2.09/1.66 valves, 96.2cc chamber
D4VE-BA – 1974-1978, 460, Big-Block Ford, 2.09/1.66 valves, 96.2cc chamber
D5AE-A – 1975-1978, 351M/400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D5AE-A1A – 1975-1978, 351M/400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D5AE-A2A – 1975-1978, 351M/400, Cleveland small-block, 2.04/1.66 valves, 74.5cc chambers
D5AE-A3A – 1975-1978, 351M/400, Cleveland small-block, 2.04/1.66 valves, 74.5cc chambers
D5AE-AA – 1975-1978, 351M/400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D5AE-BA – 1975-1978, 351M/400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D5AE-CA – 1975-1976, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D5AE-DA – 1975-1976, 351, Windsor small-block, 2.04/1.66 valves, 75.4cc chamber
D5AZ – 1975-1979, 351M/400, Cleveland small-block, 2.04/1.66 valves, 78.4cc chambers
D5DE-AE – 1975-1976, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D5OE-A – 1975-1978, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D5OE-A3A – 1975-1979, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D5OE-A3B – 1975-1976, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D5OE-A4B – 1975-1979, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D5OE-AB – 1975-1977, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D5OE-GA – 1975-1976, 302, Windsor small-block, 1.78/1.45 valves, 58.2cc chamber
D5TE-DA – 1975-1977, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
D5TE-EA – 1975-1977, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
D5TE-EB – 1975-1977, 351, Windsor small-block, 1.84/1.54 valves, 60.4cc chamber
D5VE-A – 1975-1978, 429/460, Big-Block Ford, 2.09/1.66 valves, 96.2cc chamber
D7OE – 1977-1978, 351, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D7OE – 1977-1981, 302, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D7OE-A – 1977-1978, 351, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D7OE-A – 1977-1981, 302, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D7OE-A4B – 1977-1979, 302, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D7OE-DA – 1977-1979, 302, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D7OE-DC – 1977-1978, 351, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D7OE-DC – 1977-1979, 302, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D7OE-GB – 1977-1979, 351, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D7TE-AB – 1977-1978, 400, Cleveland small-block, 1.78/1.45 valves, 69cc chambers
D8OE-A – 1978-1979, 302, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D8OE-AB – 1978, 351, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D8OE-AB – 1978-1984, 302, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D8OE-CB – 1978, 351, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D8OE-DA – 1978-1979, 302, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D8TE-AB – 1978-1979, 302, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D8TE-BB – 1978, 351, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D9AE-AA – 1979-1984, 351M/400, Cleveland small-block, 1.78/1.45 valves, 69cc chambers
D9OE-A – 1979-1984, 302, Windsor small-block, 1.78/1.45 valves, 69cc chamber
D9TE-FA – 1979-1985, 429, Big-Block Ford
D9TE-HA – 1979-1985, 429, Big-Block Ford
E0SE-AB – 1980, 255, Windsor small-block
E5AE-AB – 1985-1987, 302, Windsor small-block, 1.78/1.45 valves, 66cc chamber, GT
E5AE-CA – 1985-1987, 302, Windsor small-block, 1.78/1.45 valves, 66cc chamber, GT
E5TE-AB – 1985-1987, 302, Windsor small-block, 1.78/1.45 valves, 66cc chamber
E5TE-HA – 1985-1987, 429, Big-Block Ford
E5TE-TA – 1985-1986, 460, Big-Block Ford
E5TZ – 1985-1987, 302, Windsor small-block, 1.78/1.45 valves, 66cc chamber, GT
E6SE-AA – 1986-1991, 302, Windsor small-block
E6TE-DA – 1986-1987, 460, Big-Block Ford
E6TE-EA – 1986-1991, 429, Big-Block Ford
E7SE – 1987, 302, Windsor small-block
E7TE-BD – 1985-1995, 429/460, Big-Block Ford
E7TE-PA – 1987-1995, 302, Windsor small-block, 1.78/1.45 valves, 66cc chamber, GT
E8TE-JA – 1988-1992, 460, Big-Block Ford
F1ZE-AA – 1991-1996, 302, Windsor small-block, GT40
F1ZE-AA – 1991-1995, 351, Windsor small-block
F2PE – 1993-1995, 302, Windsor small-block, GT40
F3ZE – 1993-1995, 302, Windsor small-block, GT40
F4ZE– 1993-1995, 302, Windsor small-block, GT40
F3TE-JA – 1993-1996, 460, Big-Block Ford
F77E-AA – 1997-2001, 302, Windsor small-block, GT40P

Yeah and tennis ball for water neck and saves heaps of masking

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Put lifters pushrods balancer manifold nice edelbrock signature series covers and new rockers and oil droppers and correct 400 dip stick looks good and tough

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No real issues, mate. Just make everything match up or reach...throttle cable, fuel line, wiring etc.  Check with your local rego mob, or join a club and get Historic rego.
V8 mounts for the engine bay, change fuelpump for a carby model, original Carter on the block, or an electric unit, brakes should be the same, depends on your State requirements.
If you have an 850 cfm, carb, thats waaay too big for a mild Clevo, grab a 650 vac sec or similar. Lots of early Falcons had drum brakes and a V8, manual steering, etc etc.
I used to run an XF 6 cyl rad with a shroud and stock fan on my 351's, cheap, easy to find, way more efficient than originals. Or just fit thermo fans from an EL or AU.
 
 
 
 
You know you want to..........😎

Funny, I was just going to update on the carby and suddenly there's a new post!

Thanks for that mate, that's not far off what I have, looks like you went a bit richer in the primaries and much leaner in the secondaries, I went 63/89 but I did open the primary main bleeds a tad (one drill size over stock, probably 37 up from 35), which has the effect of lowering the effective jet number but altering the fuel curve too. Your squirters are likely right for a bigger motor (351 vs 302), I have 25/37 in mine and it feels spot on.

The biggest gain on this carby, economy-wise, has been idle circuit tuning. I have opened up the idle air bleeds a ton (it's at about 70 now) and it has made a massive difference to cruise economy. I haven't touched the IFRs as I prefer to play with the bleeds before drilling the metering blocks, and if it comes to the worst, (ie going too big) I can just drill and tap them for replaceable bleeds.

So... This is the 4th carby I've had, and in the past, the absolute best that any of the others could do was 420 to a 65 litre tank, with the average sitting around 380-400. This last tank, albeit with lots of motorway cruising, just got 460 and only used 60L. So sitting around the 13L/100km mark. I'm pretty stoked, and I'm sure that on a long trip with pure highway running and a careful right foot, I could crack 500 k's. That's 6-cylinder territory!

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Yeah, fair enough. Not knocking the guy's intelligence or knowledge, he is a Guru.....  I just have a short attention sp..  Look, a squirrel. 🐿️

Good info, cheers for that.
👍

Nah just didn't plug the rear top with a sender totally forgot but it's sweet now refilled it and all good and primed

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Umm we have oil pressure

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Shows how much a stock Ford pump will pump, no need for high volume. Also, better to find the leaks now than once in the car

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Good info, cheers for that.
👍

I'm a bit late to the party here, but I ran the same carb on my mild 351c (302 2v heads) with a eldelbrock performer manifold & spread bore adapter.
 
After messing around with the wideband gauge and some street tuning it ran really good.
 
After a number of different squirter trials, I ended up increased the primary squirters from 25's up to 31's and the secondary squiters from 37's up to 42's. This kept the AFR readings pretty smooth when matting it from any rpm. (manual trans) The factory acc. pump cams seemed to work best for me. 30cc primary pump and 50cc secondary pump.
 
Looking at my jet box, i lowered the primary's from 68's to 66's, and the secondaries from 76's to 75's. Although I probably may have gone back to 76's to be safe. WOT AFR was about 13:1 from memory with the 75's.
 
I never played with the primary PV, and can't remember what vacuum it was. Secondary PV was blocked off.
 
Different motors and all,.... but there's a reference for what seemed to work pretty good for my motor for what its worth.
 
Edit:
Just looked again at the jetting you've tried already .... Quite different,....... Take the above with a grain of salt
 

Cool.  Any pics of the install.?? Looking at getting one of these for the future project..... 

You would be pushing to find any soluble oil, these days.!!   It's fine for use in any machinery, but, I don't know about the boiling point. The advantage of Coolant, is it's available anywhere, high boiling point, corrosion inhibitor built in, etc, etc.  As with all things, regular maintenance, (changing the coolant every year or two, flushing the system ...) is very important. 

Yeah, I remember selling the Nulon oil back in the day. As you said, it's the electrolysis (different kinds of metals) that cause issues, with water pumps, timing covers etc.... One reason why I stay away from alloy heads.
 
......prob more to do with the price.!!
 
LMAO.

Yeah, I remember selling the Nulon oil back in the day. As you said, it's the electrolysis (different kinds of metals) that cause issues, with water pumps, timing covers etc.... One reason why I stay away from alloy heads.
 
......prob more to do with the price.!!
 
LMAO.

I think the old Castrol or Nulon inhibitor is pretty close, it's not an anti-freeze/boil as such but does the trick for corrosion protection. If running an 82 or 87 thermostat with a decently high pressure radiator cap, I think that's enough headroom to not worry about boiling it in a hurry. Running 30% glycol only increases the boiling point by 5 degrees or so, not really much to worry about on a grand scale. Biggest issue in modern times is electrolysis with alloy radiators, especially the eBay ones with questionable metallurgy in them. It's a must to earth them off to the chassis to avoid stray currents, etc.

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You would be pushing to find any soluble oil, these days.!!   It's fine for use in any machinery, but, I don't know about the boiling point. The advantage of Coolant, is it's available anywhere, high boiling point, corrosion inhibitor built in, etc, etc.  As with all things, regular maintenance, (changing the coolant every year or two, flushing the system ...) is very important. 

I will have to take a shot and send. probably later this week.
Lindsay

Cool.  Any pics of the install.?? Looking at getting one of these for the future project.....