Beware of Bogus Search Engine Info - Engine Builder Magazine

Beware of Bogus Search Engine Info

Iknow in many of my articles, I harp on the importance of dealing with actual facts. But I am compelled to share this recent bizarre interaction with misinformation.

A few months ago, a former customer called meabout the 460 Lincoln engine he runs in a local bogging stock class. He told me when he entered the heads’ casting numbers into Google, the first choice on the page told him they were the same iron heads used on the ‘69 and ‘70 Boss Mustangs. How crazy is that?

I had him give me the ‘68 Lincoln casting numbers. I entered them in Google myself and lo and behold, the first paragraphs told me the same information. Those iron Thunder Jet heads were the same as the ones used with ‘69/’70 Boss Mustangs. Wow!

I asked him to bring them to me to examine. Sure enough they were C8VE-A Lincoln iron 1968 canted valve Thunder Jet type heads, which by 1970 had evolved into iron Cobra Jet / Super Cobra Jet heads with humongous ports and valves. But the numbers Google reported were hardly Boss 429 or CJ numbers, and definitely not HEMI aluminum Boss 429s.

However, I did inform my customer that the C8VE heads he actually owns have a lot of potential when the exhaust is ported, removing the EGR boss and fitted for CJ size Manley stainless intake and exhaust valves, and due to the fact those early canted valve BB 385 wedge heads had smaller intake ports than a later Boss or CJ/SCJ head. Plus they had smaller closed combustion chambers.

For Thunder Jet head modifications, I used good roller rockers and a Jomar Girdle, 7/16˝ rocker studs, 3/8˝ Manley guide plates and hardened pushrods. I also used the appropriate springs with 10-degree retainers and keepers. I would sell my customer my choice of a solid lifter or roller cam to complement the modified heads.

In years past, I did those mods to several sets of early 385 (DOVE) type heads with great success. According to SuperFlow, those early heads modified would make 60 more hp in the lower ranges than factory CJ/SCJ. Perfect for pulling, bogs and street/bracket drag racing.

I did not invent this modification to the early small intake port and small chamber Thunder Jet heads. I learned it from SuperFlow.

When I got my 110 SuperFlow bench in 1975, enclosed in the 110 SuperFlow instructions was a magazine article copy that used Thunder Jet heads as an example to promote SuperFlow’s equipment. That several-page article showed every step to modify those heads with all the specs and results.

I made lots of money doing that, and got my jollies on the 110 flowbench (How I miss those forced-air, ear-destroying days!).

Careful not to make my customer feel foolish for believing Google’s ridiculous, bogus information about his Lincoln heads – I did show him a set of real Boss 429 heads, plus, my A/R Kaase Mountain Motor Boss stuff.

He instantly understood. How was he to know details about Boss 429s? He was in the excavation business.

I checked Google recently with those casting numbers and that bogus info was gone. One has to wonder where the hell some of this outrageous info comes from.

While I am on the soap box of real world misinformation, I constantly seem to come across incorrect FE info.

One particular bit of confusion is about FE rocker shaft stands. I have seen time and again that Tunnel Port stands are the same as the FE 427 High Riser. I recently finished two 427s – a Medium Riser and a Tunnel Port. They both have the 2.200˝ tall, steel-slotted, clamping-type rocker stands.

HR stands are shorter due to the super tall intake ports requiring the head to have taller stand bosses in the castings. High Riser stands – p/n C3AE 6531-A are 1.72˝ in height – making them .480˝ shorter than all other FE rocker stands. I did do a few High Risers also. Only High Risers require the shorter stand.

The more docile FE Ford engines used aluminum stands, but are the same exact height – 2.200˝ – as the Medium and TP 427s. The clamping-type, steel-slotted stands were slightly different in width than the aluminum stands due to the larger valves.

My firm advice is that in all FE builds, rocker side alignment needs to be verified. Hardened SB Chevy valve spring shims work great. If I had tried to use High Riser stands with a low, medium or Tunnel Port, the catalogued pushrods would be way too long. I always used Crane Shell-type lifters or rollers and appropriate Crane pushrods. ν

For the record: with every job I complete, I provide a folder with a build sheet with all measurements, maintenance specs, operations performed, parts used, instructions and my phone number to call me anytime, anywhere.

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