Iam with you on that my friend👍🏻💙

The basis for every NASCAR Cup engine running right now.

Phi;, You forgot to mention to these US type people that OZ 302c 2V heads had the closed chambers.

Hey Gibbsey, absolutely correct, the 302C heads are closed combustion chambers....

Y'all had some really cool stuff available down under that us guys in the states would really love to have, that's for sure.

I’m surprised that more of my Cleveland friends here in the States don’t know the details that make Aussie 302C heads such a good choice for performance builds. It’s like the best of both worlds with the quench chambers for decent compression along with the smaller 2-V ports and valves for good intake charge velocity across the rpm range. Those features and more are what makes the Aussie CHI 3-V alloy heads such impressive performers 🏁

Me too, sadly!

Unfortunately?, sadly?, waddaya mean?. Cheap cleveland days were a glorious time to have been alive!

Clevelands are very addictive. The only good habit I have 👍

​​​@@watsisbuttndo829 Except for the loss of 8 pounds of iron in 8 cylinder bores compared to a Small block Chevrolet.. 187 to 189 thou of average block wall thickness verses 245-242 thou on a SBC. Comparatively, Ford takes about 1 pound of iron out of each thinwall cylinder compared to a 350 Chev, and the aftermarket Ford blocks can sit at about 245 thou for cylinder wall thickness at the trust faces, before a 30 thou 4.030" overbore. Plainly, these Thin wall Henry's were the worst for being economical with iron. Thanks HFII, you had to pay for Leman FE block wins somehow.The piston cylinder walls, Ford shell moulded down to 130 thou or less with core shift. Any pre 86 Chev 350, it sits at 180 thou at the thrust faces without core shift. Everywhere on the small 335 engines, FoMoCo took out metal..that's sad if you are rebuilding one.

Do you have a Cleveland in your maverick, and if so what headers did you use? I just picked up a 2v open chamber head Cleveland to put in my 72' mav.

Thanks Brent great info, good to hear your doing better

I heard a well known builder (Darin Morgan) comment that well prepared Cleveland heads can make more horsepower per cubic inch in naturally aspirated trim, than all of the others including hemi. From what I’ve seen I tend to believe that statement but as expected, other opinions will definitely differ. The typical methods of upgrading the non-priority oiling system aren’t too difficult. It’s been a few years since my machinist installed lifter bore bushings in my Cleveland block but I think the benefits are worth the additional cost.

I've built these engines since my youth in the early 70s on. Factory heads are getting hard to find, especially the 4V quencher heads, and the aftermarket is my first choice nowadays. Stay away from the ProComp, now speedmaster heads. I usually urge folks to go with the 3V CHI heads for steet/strip. I've never had trouble out of those.

Funny, I have three nice sets... 4V, 2V and 2V Aussie Heads....

@@elmerfudpucker3204Good advice. Run don’t walk away from Speedmaster/Procomp. I’ve never heard anyone complain about CHI Cleveland heads. The performance justifies their cost 🏁

That's awesome, I got to see a pair of those😢 CJ heads at a dyno shop 20 years ago

Some guys prefer tennis balls for stuffing Ford ports. Beer cans are a favorite too. The brand X guys keep ping pong balls on hand for showing off their “double hump” SBC mini ports . 🏓 🤷‍♂️

Me too! I put a bunch of 2V heads on 302s and 351s, when that was all we had to go with. They did good, but getting the compression right and the flame travel across those pop ups was some work. Then you had to get the valvetrain and intake right.

The quench heads in Australia were simply made to lower chamber volumes to maintain compression on the 302 Cleveland variant Both quench types work well with the correct cam profile distinctly different for each style of Port

Real Compression reported to be not nearly that high. Seems 'in the day' compression ratios were exaggerated, as the public equated compression with power. Closer to 10.0 - 10.2. Easily compensation for lower quality gas by camshaft design. Engineering intake closing to lower static to 8.5 solves the issue.

A camshaft swap and exhaust swap from making real power of 450HP or so with over 400ft-lb.

We don't install hardened seats of unless the factory ones are too far gone, or it's a heavy lugging application.

Stainless valves solves the 'micro welding issue' onto the seats. It's mostly an upsell for the machine shop.

You have to measure the thickness of the retainer and take it into account.

As Brent stated in the video, he’s using Manley Stainless Steel Valves for this project.

Well I have a complete 1970 M code engine, machined for adjustable valvetrain, Manly valves, stud girdle, completely ported, standard bore, trw pistons, stock rods with arp bolts, oil restrictors, oil pump with hp spring. Holley strip dominator, Holley 850 DP. What is that worth?