Edelbrock E-CNC 185 Bare Cylinder Head to fit 289/302/351W Engines.The E-CNC 185 cylinder heads for small-block Ford are an all new design that is CNC ported to achieve optimal air-flow for maximum horsepower and torque in high performance street and light duty racing applications.
The casting and port designs are all new and engineered for great performance. All E-CNC heads feature fully CNC'd intake ports, combustion chambers and exhaust ports for improved air-flow.
These small-block Ford heads have an aggressive 18 valve angle for maximum performance and accept common intake manifolds such as Edelbrock Performer RPM and RPM II.
Bare Head Specs:
Combustion chamber volume: 59cc
Intake runner volume: 185cc
Exhaust runner volume: 75cc
Valve angle: 18
Deck thickness: 5/8"
Exhaust port location: Stock
Spark plug fitment: 14mm x 3/4 reach, gasket seat
Made In USA.
Intake valve diameter: 2.02"
Exhaust valve diameter: 1.57"
Valve stem diameter: 8mm
Valve spring diameter: 1.30"
Rocker stud: 7/16"
Pushrod diameter: 5/16"
.100" Valve lift = 78 intake & 63 Exhaust
.200" Valve lift = 146 intake & 119 Exhaust
.300" Valve lift = 213 intake & 173 Exhaust
.400" Valve lift = 257 intake & 197 Exhaust
.500" Valve lift = 281 intake & 205 Exhaust
.600" Valve lift = 292 intake & 209 Exhaust"
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Cary: Fantastic. Thank you, Bill, I appreciate it. We've got a lot of different cylinder heads for any of your push rod motors that you Ford guys have. This is our particular head here is our Performer RPM head. This is our second level of head. We offer an E-Street level head, which is an entry level. Then we go to a Performer, an RPM, and then a Victor, just depending on from mild to wild.
All of the castings really will utilize similar features and functions. And when it comes down to bolting on your exhaust manifolds, when it comes in to screw-in studs, retainers, keepers, locks, all that good stuff for the hardware side of things, it just depends on how big the port is, what valve we put in and those type of things. So it really differentiates between mild to wild.
From an E-Street side of things, it's the same casting from an E-Street to a Performer to an RPM. We just do different port dimensions. So it just gives you a little differentiation there.
Bill: The Victor is the only one that is its own unique casting.
Cary: Yeah. The Victor is a unique casting. It's a little thicker flanged here. It's designed for that high horsepower nitrous guy, turbo guy, blower guy, or just high RPM. If you have a high compression, 12-14:1, no problem for a Victor.
Rolling into the underside of our heads, or the actual chambers of our heads, we will do different port configurations depending on application. So whether it's a small block Ford or a big block Ford, just depending. But they're all going to be a high finish on the surface area for the head gasket, so it guarantees a nice, clean seal. The valves, retainers, keepers, every component that's on this head, by the way, is made in the USA. This head is cast in the USA. It's machined in the USA. So, it's probably made here in the United States of America.
On the intake side of the cylinder head, for the Performer or RPM head, this is a 170 cc intake runner. These will range anywhere from 170, all the way on up to 220, depending on the Victor side of things. So this is really where the business end comes into play on the cylinder heads.
Bill: And you offer a version of this that is fully ported, or is it a different style head?
Cary: It's actually a different style head that's fully ported. We do offer a C&C scenario, but it is a different casting. Same head layout, same hookups, as far as design, as far as exhaust manifold, intake placement. So, it's a stock configuration. But it is a C&C ported head, as well.
Bill: Where to the C&C ported heads fall in the line? Is that going to be above an RPM but not quite a Victor? Where does it fall in place?
Cary: That's a very good question, Bill. It's actually, they will fall into place right in between, right where you put it, above an RPM, but below a Victor. The Victor gets into a much larger valve and port configuration, where the C&C gives you that in between. It's a pretty good disparity between the RPM and the Victor. The RPM covers a lot of the lower RPM manifolds, the lower RPM engines, excuse me, up to about 6500. That C&C is good to about 7,500, pushing 8,000 RPM. But then when you get to the Victor, it can be as high as 10,000 RPM.
Bill: And all of your cylinder heads are good for both your early non-roller and your Elite model roller motor as well?
Cary: That's correct. We actually offer the cylinder head as a complete unit as you see here. We offer them bare. And then we also offer them with springs that will match a roller cam shaft or a flat tapping cam shaft. So, you can order it either way. We try to cater to the consumer, what they're working with, to be able to help them as much as possible.
Bill: And what engines are these heads available for? I know this is our small block Ford, but what else do you offer?
Cary: We also offer them up into our Cleveland motors, our Windsor motors, and then in the FE motors, as well, and then the Boss 429, as well.
Bill: Great. Thank you.
Cary: You're welcome. Thank you.