Ford FE Engine Eldelbrock Heads: How to Choose?

The release of the Edelbrock aluminum cylinder head was key to the mainstream resurgence of the FE engine. While not a watershed design, it is a well-engineered and good-quality part that addressed the market need for a replacement, as the number of economically repairable original parts dwindled. The various Edelbrock heads share a common casting with differences in machining and installed components. The basic head has remained essentially unchanged over its entire production run, with only minor alterations in machining.

The intake port design and gasket face are essentially medium-riser inspired. Most of the factory intakemanifolds can be made to work, as can most aftermarket intakes that are designed for 427 medium-riser or 390/428 CJ applications. The exhaust side is offered with either the 428 CJ 16-bolt pattern or the traditional 8-bolt vertical pattern, but the castings are identical. Exhaust port and bolt patterns are at the higher FE factory position.

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Combustion-chamber choices are either a nominal “as cast” 72 cc or a machined 76 cc simple wedge. Valve sizing on the complete assemblies are 428 CJ-derived 2.09 inches for the intake and 1.65 inches for the exhaust. The valves and valve job delivered on the assembled version of the Edelbrock head are functional replacements for a 428 CJ with 3/8-inch stems, a 30-degree singleangle intake seat, and a 45-degree exhaust seat.

Valve positions were altered slightly to allow clearance and “bolton” use on the base 4.050-inch-bore 390 engines. Rocker mounting is with the standard FE four 3/8-inch- 16 fasteners. The factory parts will work—although minor shimming of the rocker arms may be required to accommodate the aforementioned valve-position change. Spark plugs are the smaller 5/8-inch hex, 14-mm 3/4-inch reach design.

 

This exhaust-side comparison shows the difference in port height relative to deck surface: Blue Thunder is above; Edelbrock is below. The Blue Thunder head has a .400-inch raised exhaustport position relative to the deck.

 

Blue Thunder is on the bottom and Edelbrock is on the top, so the intake flange on the heads can be compared. Both heads place the intake, exhaust, and valve-cover flanges in the stock location. Note the large and round-cornered port openings on the Blue Thunder head, along with the raised rocker-mounting pads.

 

Edelbrock (left) and Blue Thunder (right) heads viewed from above. You can readily see the added rockermounting provisions of the Blue Thunder head, while the Edelbrock is more conventional. The Blue Thunder features a high-riser rocker-pad height and allows use of a dedicated T&D rocker system, so a more aggressive cam package can be used without compromising strength. An additional series of eight 7/16- inch bolts mount the T&D rocker shaft system, which gives the system great strength.

 

Modified Edelbrock FE head assembly with bigger valves and better springs. The intake valves are 2.200 inches in diameter with a smaller 11/32-inch stem. This package, when combined with a CNC-generated race-quality valveseat profile, delivers a 7-percent increase in flow. The basic Edelbrock springs are a single design with a damper. They are swapped out for a set of double springs that allow larger cams and greater longevity.

 

Edelbrock FE heads have a variety of exhaust-flange bolt patterns. The 72-cc version of the head has the Cobra Jet–style 16-bolt exhaust pattern, while the 76-cc head only has the traditional 8- bolt vertical FE pattern. The 16-bolt Cobra Jet–style head provides more performance potential, because it allows you to CNC tailor the chamber shape—and it’s easier to install headers on a Mustang or Fairlane.

 

 

The Edelbrock head intake flange is compatible with a common medium-riser-size runner and with the 1247 Fel-Pro gasket shape.

 

Here is the combustion chamber on a modified Edelbrock cylinder head. The detail shows the multi-angle valve job and the blended bowl area above the valve. These combustion chambers are easily shaped or modified for highperformance street use and track duty.

 

Edelbrock heads feature a lower corner and chamber. Edelbrock offers a machined 76-cc chamber as well as this cast 72-cc version.

 

The Edelbrock head oil feed and rocker mount is similar to the factory mediumriser layout. The rocker-mount position is correct for the factory adjustable 1.76:1-ratio rockers. The factory assembled heads allow valve lift up to a maximum of .600 inch. In comparison to the 390 and 428 heads, the intake valve has been repositioned away from the bore centerline.

 

This view of the Edelbrock head’s upper corner shows the conventional FE architecture for bolt locations and rocker mounting. The Edelbrock head is designed as something of an upgraded service replacement for 390 and 428 engines, and cansupport more than 450 hp as cast These are popular and reliable heads for many high-performance street engines.

 

In “as delivered” condition, the assembled Edelbrock head represents a good value for the street-oriented enthusiast. Performance is slightly better than a 428 Cobra Jet cylinder head, coupled with better availability and a cost that is reasonably close to the price of repairing and upgrading aged factory castings. Equally important, these heads can be significantly upgraded and extensively modified for high-performance street use and track duty.

As delivered, Edelbrock heads support a street-driven 390 or 428 up to around 450 hp before becoming a constraint. With larger valves, a modest amount of work to the valve bowls, and a professional multi-angle valve job they will suffice to beyond 500 hp. The 390-based engines do not accommodate a larger exhaust valve, but a 2.200-inch-diameter intake does clear. Extensive port work delivers a head capable of supporting a 482-ci engine with more than 600 hp.

Written by Barry Robotnik and Republished with Permission of CarTech Inc