Pair of Edelbrock 170cc Aluminum E-Street 3/8" Stud Mount Cylinder Heads for all 1965, 1966, 1967, 1968, 1969, 1970, 1971, 1972, 1973, 1974, 1975, 1976, 1977, 1978, 1979, 1980, 1981, 1982, 1983 and 1984 Mustangs with a 289, 302 or 351W Small Block Ford Engine.This pair of Edelbrock 170cc Aluminum E-Street Cylinder Heads is intended for operating in the idle state up to the 5500 RPM range. This pair of 2.02" heads are ideal for the stock pistons in your 1965-1984 Mustang with a 289, 302 or 351W small block engine and use a 3/8" stud mount. Fabricated from A356 aluminum in the USA and heat treated to T-6 specifications, these heads are a reliable, quality, direct fit replacement for the standard, stock cylinder heads on the small block engines of all 1965, 1966, 1967, 1968, 1969, 1970, 1971, 1972, 1973, 1974, 1975, 1976, 1977, 1978, 1979, 1980, 1981, 1982, 1983 and 1984 Mustangs.
Specifications and Dimensions:
- 60cc Combustion Chamber Volume
- 170cc Intake Runner Volume
- 60cc Exhaust Runner Volume
- Intake Valve Diameter of 2.02"
- Exhaust Valve Diameter of 1.60"
- Manganese Bronze Valve Guides
- Deck Thickness of 5/8"
- 1.460" Valve Spring Diameter
- Valve Spring Maximum Lift of .550"
- 3/8" Rocker Stud with Guide Plate
- Hardended Steel Guide Plate
- Diameter 5/16" Pushrod
- Stock Exhaust Port Location
- 14mm x 3/4 ReachSpark Plug Fitment
- Made In USA
The intake and exhaust ports are 2.02” and 1.60” respectively, both a larger size than the stock valves, which results in increased power. The combustion chamber features an advanced, modern design for greater mileage potential and improved efficiency. The rocker stud bosses have Heli-Coil threaded inserts so no damage occurs and the torque load is properly dispersed. For extra protection from wear in your 1965-1984, there are hardened spring cups between the valve springs and casting as well. These fresh Edelbrock E-Street Cylinder Heads are not compatible with the Hydraulic Roller Camshafts and must be used with hydraulic flat tappet camshafts with .550” of max lift.
*289 and 302 engine sizes require head bolt bushings.
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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.