Simple std valve Dove exhaust. 187 cfm at .600" pics (Link added)

I was putting together a new top end for my personal 1978 F-250 replacing the D3 castings with small valve 2.08" / 1.65" ported doves, a performer intake and voodoo 213 / 219 cam. I decided to do a minimal amount of port work only in the places experience has shown to improve flow. The point here is that the pics show where you need to remove material and reshape and what needs to be left the hell alone.

I was more than surprised at the flow rates given the ugly presentation of the port. This just goes to prove that overworking a port for cosmetic reasons is a collosal waste of time...

The castings have a stock valve job and ford valves with 30 degree back cuts on both intake and exhaust. It just does not get any simpler than this guys!!!

.200" 116 / 140
.300" 140 / 202
.400" 160 / 240
.500" 176 / 271
.600" 187 / 297

Given the cam specs i recommend using with the budget passenger car castings i tried to focus the flow where it can be utilised.

This just goes to prove that even with a factory style 2 angle valve job these ports can work. I know from experience that the intake side especially likes a 3 angle valve seat and will flow about 306 at .600" lift, 280 @ .500", 250@ .400" and 210 @ .300 utilising a stock ford valve... A performance S/S valve will help flow a few cfm more...

Proper execution of the short turn radii shape on the exhaust is critical as most of the flow in the iron exhaust ports is concentrated there...


















I have added these pics to my porting instructions. For the average guy at home this is a simple time saving way to get results. I spent a total of 6 to 7 hours on the pair of heads and that included testing on the flow bench...

http://www.reincarnation-automotive.com/DoveCSpecificGuidePage4.html

those numbers sound good to me!

question though, do you fill in the Crossover passage in the 3rd port on the heads?
Just wondering if its worth the effort.

I do not personally. When the cross over is blocked at the intake manifold gasket the port acts much better on the bench.

I see.
I have a set of C9's ive been toying with and i was just wondering. thanks!

scott what HP would these heads make in bracket set up with flat tops victor and custon solid flat tappet cam and what would the rpm range be

86 coupe wrote:scott what HP would these heads make in bracket set up with flat tops victor and custon solid flat tappet cam and what would the rpm range be

The above castings were done as an exersize in the kiss principle. Given the standard sized valves, limited intake port work and massive port mismatch with a victor intake they are really unsuitable for that application.

How much hp could they support? 500 HP or better however properly ported large valve castings would make more HP with less cam than these. I usually recommend large valves and more extensive port work at the 1 hp per inch level.

If A D3 casting was rubbed on the same way, how much do you think that would improve flow?

OldRedFord wrote:If A D3 casting was rubbed on the same way, how much do you think that would improve flow?

Very similar flow rates. The D3 exhaust tends to peak a bit earlier depending on how the short turn is shaped...

The way one ports to achieve this is very different than the dove port. The D3 short turn is high and flat. You need to lower it, widen it and radius the corners rolling them over the short turn...