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Buy with confidence!
If for any reason
you're not
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return it within 7
days and the
purchase price will
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We ship world wide.
All international
orders must be paid
online. Checks or
money orders drawn
on non-US banks will
not be accepted.
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Small Block Cylinder Heads and Valvetrain
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Cylinder heads determine the personality of an engine as much as the camshaft and induction
system do. Modern Ford V-8 engines have always struggled to make power using stock
components for one basic fundamental reason—port size and bowl design. One trick has been to
open up the ports with grinding and polishing to improve air flow. Another popular performance trick
has been to fit the 221, 260, 289 and 302 engines with 351W heads to improve power.
Ford looked to its own parts shelf for power when it conceived the Boss 302 engine (basically
nothing more than an old hot rodding trick), making a cylinder head swap from the 351 Cleveland
engine family when it debuted for 1970. The 351C’s large-port cylinder heads worked wonders on
the 302 engine because they flowed huge quantities of air at high rpms. Simply put, they made
torque on the high end. They weren’t much for low rpm street use, however.
Small-block Ford cylinder head identification is straightforward and fairly easy if you know what to
look for. The most important issue to remember is casting number versus the cataloged Ford part
number. Rarely are the two ever the same. What we’re concerned with most here are casting
numbers found on the castings themselves.
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221/260
The 221 cylinder head is identifiable by observing its small, kidney-shaped 45cc chambers and 1.59
/1.39-inch valves. These heads are typically numbered C2OE or C3OE and are all virtually the
same. The 260 heads have slightly larger, kidney-shaped chambers at 54.5cc chambers with the
same size valves as the 221. These heads typically have three possible casting numbers—C2OE-
F, C3OE-B, or the improved C4OE-B 260 head introduced in February of 1964, with larger 1.67/1.
45-inch valves and same 54.5cc chambers.
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The 221/260 heads sport small 45cc and 54.5cc chambers respectively, which is great for
compression. Their small ports don't do much for power, however. Valve size is 1.59/1.39-inches
intake/exhaust. An improved 260 head for 1964 has larger 1.67/1.45-inch valves like the 289.
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289
The 289 head was available in several configurations beginning first in 1963. Like the 260 head,
the 289 head has 54.5cc chambers with more recessed sparkplug penetration in a high-swirl
design. What’s more, valve sizes were the same as the 260’s at 1.67/1.45-inches. The 289 head
casting numbers were typically C3AE-F, C3OE-E and F and C4AE-C from 1963-64. Casting
numbers evolved to C5DE-B, C6DE-G and C6OE-M from 1965-66. C6DE-C and C6DE-E were
smog heads machined for the Thermactor air pump system on California sales district bound
vehicles beginning in the 1966 model year. Using a Thermactor head does not adversely affect
power. The Thermactor air pump manifold ports can be plugged and the head used without the
Thermactor system. If you’re building a vehicle originally equipped with Thermactor, your cylinder
heads must be a casting equipped with the Thermactor ports. Non-Thermactor heads cannot be
modified for the Thermactor manifold.
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The 289 head has a slightly larger chamber than the 221/260 at 54.5cc. The 289 head is
identified by the "289" in the casting as shown. Earlier castings for the 221 and 260 don't have
this identifying mark.
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Beginning May 2, 1966 in production, the 289 head was revised for rail-style rocker arms. Push rod
guide holes cast in the heads were eliminated with the rail-style rocker arms. Numbers to look for
are C7OE-A, C7OE-B, C7OE-C, C7OZ-B and C7ZE-B from mid-1966 through 1967.
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From 1962 until May 2, 1966, all 221/ 260/289 engines had pushrod guides cast in the cylinder
head. Beginning May 2, 1966, Ford went to a rail-style rocker arm where the rocker is centered
at the valve. The rail-style rocker arm is on the left. The valve cover also changed with the
advent of the rail-style rocker arm. Pent-roof valve covers cleared the rail-style rockers.
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For the 1968 model year, the only part numbers to look for are C8OE-D, C8OE-L and C8OE-M for
the 289, which employ lower compression 63cc chambers for use on the 289-2V engine that year.
Despite changes in part and casting numbers, all of these 289 heads are basically the same except
for machined-in provisions for Thermactor. The main thing to watch for in changes is valve and
combustion chamber sizes. Part and casting numbers are directly tied to these changes.
The 289 High Performance cylinder head is a unique casting. The Hi-Po head has cast-in valve
spring pockets that maintain spring stability at high revs. This head also has screw-in rocker arm
studs. These features make this head very desirable for racing and street performance
applications. Valve size is the same as the standard 289 head through 1967. The 1967 289 High
Performance service head has slightly larger ports while keeping the same sized valves. The Hi-Po
head number to look for is C3OE, which is the 1963 head with small 49.2cc chambers (for higher
compression). This head has the smaller valves—1.67/1.45-inch. Beginning in 1964, the 289 Hi-Po’
s intake valve size increased to 1.78-inches where it remained through 1967. Combustion chamber
size increased to 54.5cc for 1964, just like the standard 289 head. Numbers to look for here are
C4OE-B, C5OE-A and C5AE-E. These heads are obvious at a glance. Just look for the valve spring
pockets and screw-in studs.
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The 1963-67 289 High
Performance head is easily
identified by the double-dot
"289", valve spring pockets and
screw-in rocker arm studs. Note
the pushrod guides cast in the
head. The 289 High
Performance engine was never
fitted with rail-style rocker arms.
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Despite the 289 High Performance head’s reputation for rarity, the aftermarket cylinder head
industry has taken the spotlight off of the Hi-Po head. Cost considerations and a better design in
the aftermarket have made the 289 High Performance head less desirable when performance is the
only goal. Where originality is important, these heads are quite valuable at approximately $600 a
set bare, in good condition. Complete, they can net as high as $1200.
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Previous | Next
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This has been a sample page from
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High Performance Ford Engine
Parts Interchange
by George Reid
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First-ever book about Ford parts interchange
Covers the entire range of Ford engines from
221-CID to 460-CID
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This is one of the best books ever written about Ford engines.
Covering both big- and small-block Ford V-8 engines, this
first-ever book on the subject provides indispensable information
to the Ford enthusiast. Included are high performance factory
parts, interchangeability between Ford Windsor and Cleveland
engines, extensive coverage of the 302 and 351 series as well as
the 352, 390, 406, 427, 428, 429, and 460 big block engines,
factory casting numbers, etc. Read the sample pages from each
chapter to learn more!
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Click below to view sample
pages from each chapter
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"If you are trying to mix and match cranks and rods, this book
will tell you if it can be done. If you are trying to find the correct
casting number for a Boss 429 distributor, this book will have it
listed. What we really find appealing about the book is that, not
only is it a perfect resource for those interested in factory
correct restorations, but it is equally as useful for the
performance oriented engine builder. Each chapter points out
building tips, such as how to improve a Cleveland's oiling
system, or what heads will yield the best horsepower gains. As
with all SA Design books, this one is filled with pages of detailed
photographs and diagrams. This book will prove to be a
priceless resource, as many of the original Ford V-8 parts
become harder and harder to come by." -- FORDMUSCLE
webmagazine, February, 2000
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Small Block Fords
Chap. 1 - Small Block Ford
Chap. 2 - Cylinder Block
Chap. 3 - Crankshaft & Rods
Chap. 4 - Oiling System
Chap. 5 - Cylinder Heads
Chap. 6 - Intake System
Chap. 7 - Ignition System
Chap. 8 - Exhaust Manifolds
Chap. 9 - Cooling System
Big Block Fords
Chap. 10 - Big Blocks
Chap. 11- Cylinder Block
Chap. 12 - Crankshaft & Rods
Chap. 13 - Oiling System
Chap. 14 - Cylinder Head
Chap. 15 - Intake System
Chap. 16 - Ignition System
Chap. 17 - Exhaust Manifolds
Chap. 18 - Cooling System
All Ford Engines
Chap. 19 - Gaskets
Chap. 20 - Engine Math
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Softbound
8-3/8 X 10-7/8
128 pages
Over 300 b/w photos
Item # SA56
Price: $18.95
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Click here to buy now!
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This is a great book that any Ford engine enthusiast or
engine builder is sure to love!
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Other items you might be interested in
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How to Rebuild the Small-Block Ford
In this 144 page book you're walked step by step through a rebuild,
including: Planning your Rebuild; Disassembly and Inspection;
Choosing the Right Parts; Machine Work; Assembling your Engine;
and First Firing and Break-In. Includes 289, 302, 351W, 351C, 351M
and 400.
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Price:
$18.95
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The Step by Step Guide to Engine Blueprinting
Practical methods for racing and rebuilding, selecting and preparing
parts, and how to buy machine shop work. This completely revised and
updated version containing an additional 32 pages is simply the best
book you can buy on engine preparation for street or racing! Engine
Blueprinting shows the reader how to use precision measuring tools,
calculate compression ratios, degree a camshaft, and much more!
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Price:
$18.95
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How to Build Big-Inch Ford Small Blocks
Thoroughly explains how to build a stroker, with information that will
help you to better tailor your heads, cam, intake manifold, carburetor &
exhaust system to get the most of the extra cubes. Also included is a
complete guide to head and block castings so you can choose exactly
the right parts for your project.
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Price:
$18.95
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How to Build Max Performance Ford V-8 on a Budget
This book addresses high-performance V-8 engines such as the 289,
302, 351ci small-blocks found in Mustangs, as well as the FE series of
big-blocks. Includes realistic, low-cost formulas for building serious
horsepower in Ford V-8 engines.
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Price:
$18.95
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Shipping is combined and discounted for multiple item purchases!
Buy more and save on shipping!
We ship Worldwide! See International Shipping for more information!
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Search Our Store for More Great Ford, Lincoln & Mercury Items!
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Items usually ship within one business day of receipt of payment! We keep large quantities on hand
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Satisfaction is guaranteed. Our store has a NO HASSLE RETURN POLICY within 7 days of
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If you have any questions or comments please feel free to contact us. We look forward to serving
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Thanks for your business!
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MRE
PO Box 47
Grinnell, IA 50112
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