Ford’s gt40 cylinder heads upgrading fox body cylinder heads cj pony parts z gas guatemala


Between 1993 and 1995, Mustang Cobras came equipped with a type of cylinder head called a GT40. These cylinder heads were a vast improvement over the E7TE cylinder heads that came on most Fox Body Mustangs. That might have been the end gas pain left side of the discussion if the Cobra were the only vehicle that the GT40 head came equipped on but several other Ford vehicles, including the ubiquitous Explorer and Mountaineer, were also equipped with GT40Ps, a variant of the GT40 cylinder head.

All of the power in your engine comes from fuel and air igniting in the combustion chamber. Though you might expect that the fuel is the limiting factor here, more often than not it comes down to air. This is why so many performance boosting modifications from cold air intakes to different types of hood scoops focus on allowing more air to enter the engine, but the cylinder heads can frequently end up creating a bottleneck to this process.

Though a lot of the GT40’s scarcity is simply due to age, as their reputation has grown, more people looking to purchase them has driven up the price. Though a lot of manufacturers, including Ford, used to make an aftermarket version of the GT40, they’re not available new anymore (you can still sometimes find them on eBay or in a pawn shop). Though it may be tempting to hit electricity word search answers the pavement and start looking for the GT40s, it’s hard to recommend given their increased cost and the alternative options.

It’s unfortunate, but while as many other cylinder heads can be improved through porting, it simply isn’t worth the time investment for E7 cylinder heads. Because porting isn’t something that anyone with a Dremel can do, you’ll need to hire a professional to port and polish your cylinder heads, and that will cost a pretty significant amount that could be better invested in a new set of cylinder heads.

Essentially, you can port your E7TE heads, which will earn you about thirty electricity distribution map horsepower, or you can upgrade to GT40 heads, which will also earn you about thirty horsepower. Or you can use modern heads and actually gain significant horsepower and not have a two-decade-old piece of cast iron inside your engine waiting to break down. What Makes a Cylinder Head Effective “Compression is the Cornucopia of Horsepower,”Al Nuney

There are several ways to appraise the effectiveness of a cylinder head, though there are also some aspects that are harder to quantify specifically. Essentially, a good cylinder head doesn’t impede the flow of air in and out of the engine, and creates a compression ratio that’s ideal for the task that it’s meant to perform. Not everyone wants a high compression vehicle because there’s more opportunity for rod knock and pinging in a high compression engine, and they require premium gasoline. But if you want a lot of horsepower, typically you want a lot of compression.

The combustion chamber is where the magic happens. Obviously, there are a lot of factors that impact the ideal size of a combustion chamber for your particular engine, but in general, a smaller combustion chamber equals more compression which equals a higher-powered engine. Higher compression is also what requires a higher octane gas though, so it’s not entirely without cost. Intake Valve Diameter and Exhaust Valve Diameter

The intake valve diameter gives you a rough idea of the flow potential through a cylinder head. Because this is part of a much larger (and more complex) equation, it shouldn’t be assumed gas chamber that a 10% increase in intake valve diameter results in a 10% increase of flow, but all other things being equal, a larger intake valve diameter certainly improves flow.

Valve lift is a complex number, but it does impact airflow and is included in the spec sheet for many cylinder heads. Essentially, valve lift is the maximum distance, in inches, that a valve can rise above its seat. This is going to have a variety of limiting factors, including the springs, the camshaft, and the piston head clearance. Ultimately, more valve lift is better from an airflow orlando electricity providers perspective. Intake and Exhaust CFM

CFM is the number that tries to address airflow the most directly. CFM stands for cubic feet per minute, and it’s meant to refer to, literally, how many 12”x12” blocks of air could flow through your engine in sixty seconds. This will vary significantly based on factors like valve lift, and unfortunately, this is a number that’s easy for manufacturers to manipulate to make their cylinder heads look better than they are.

As mentioned before, valve lift has a number of limiting factors, and just because the valve could theoretically lift .7 inches doesn’t mean that it actually will, and yet some manufacturers will quote the CFM at the max valve lift. Thankfully, a more standardized method of reporting shows CFM at valve lift of .5, which is still not a perfect measurement of airflow but does help when you’re comparing cylinder heads to each other. Modern vs Fox Body Mustang Cylinder Heads

Though there are a lot of other factors to consider based on your individual build that we can’t easily determine, when you look at the individual components of modern cylinder heads compared to the stock E7s and GT40s it becomes quite clear that we’ve come a long way with regards to cylinder head technology, and are now able to make cylinder heads with electricity production in the us greater flow and a lighter weight.

So, with so many great alternatives, why are GT40s still the talk of so many modification communities? Some of it, at least initially, was cost. When GT40s were easy to find in junkyards, they were a great inexpensive upgrade. And to this day, if you can get a set of GT40s inexpensively, they are absolutely better than your stock heads. Unfortunately, scarcity has driven the price up to almost the equivalent of modern heads in some cases.

The reason why people are willing to pay so much for GT40 heads may come down to nostalgia. One crucial piece of evidence for this can be observed in the GT40 intake cover. The intake cover that was sold for the GT40 is attractive, but it doesn’t offer any kind of performance gains. When it was offered new on Cobras, very few people actually purchased it, adding to its rarity.

The current going price for these covers is significant and only rising (so, if you’re looking for scrapyard gold, these would be a good pickup). The reason for the price increases comes down to rarity and nostalgia. People love the idea of owning Mustang history, and for some people, a restoration means using completely authentic parts even when superior parts gas tax deduction are available.