And and go on.
This is mach1mama's husband writing. You'r absolutely right. It's a typo on my part, I can't believe I missed that after the countless times I've reviewed and proof read this series. I'm going to correct the error, thanks for the heads up.Great information.
Question about the block date code; I'm not up to speed on these codes but if the date is December 6, 1973, wouldn't that be after the 73 Mustang was out of production? The Mustang II would have come out by then.
This is mach1mama's husband again.Another example, as you know even though my wife’s '73 has 4V heads, they are fitted with 2V sized valves, knowing this she decided that if she had 4V heads she wanted the larger 4V valves.
Never heard of this..............How is it even possible:huh:
Wow, very complicated. It looks like you really did your homework.This is mach1mama's husband again.Another example, as you know even though my wife’s '73 has 4V heads, they are fitted with 2V sized valves, knowing this she decided that if she had 4V heads she wanted the larger 4V valves.
Never heard of this..............How is it even possible:huh:
That's right, it took a while for me to wrap my head around it as well. According to MustangTeck heads section.
D1AE-CB, 71-74 351C (2V), Valves 2.04 / 1.65
DOAE-6090-M,N,R or DOAE-N or D1ZE-DA,
70-72 351C (4V) Valves 2.19 / 1.71
D3ZE-AA, 73-74 351C CJ (4V), Valves 2.04 / 1.66
As can be seen although the '73-'74 351C CJ (by default CJ=4V heads) have 4V heads they were fitted with 2V valves.
Furthermore, from 351Cleveland.net / Cleveland Wiki / intro page / An introductory page on the on the Q code Cleveland by Tom Custom.
"1973:
H code 351C-2V, two barrel engine, 8:1 CR (or so), open 2V style heads
Q code: Cobra Jet 4V 8:1 CR (or so) four barrel engine. Same as 1972 but got the 2V sized valves in the 4V heads. Cam was ******** in timing 4 degrees sometime starting in 1972. The change is in the cam. It gets an EGR system. Only 4V Cleveland engine option in 1973/74.
The 1973 Q code used a special air cleaner housing with the usual snorkel on the right side, a second air inlet controlled by a vacuum servo on the left (US driver's) side, and a chrome lid. Transmissions with the CJ were either the Toploader (only close ratio available in 1973) or the C6 with a special smaller diameter, high stall torque converter. Dual points only with 4 speed. All CJ years cam with a cast iron spread bore intake manifold."
1973 was an orphan year for the Mustang, what with having emmisions equipment installed (the EGR valve and plate made it impossible to fit the underhood Ram Air components eventhough the Mach 1 had the Ram Air hood) which was probably why they used the smaller valves. Also trying to find a modern carburator to fit the intake manifold of the OEM spread bore 4300 was an exercise in futility.
As a graphic representation, compare the pictures of the stock valve openings shown in part 6 with upcoming pictures of the proper 4V valves in an upcoming part, you'll notice the difference.
If anyone else has any more info on this topic I would really like to see it.
This is mach1mama's husband again.Another example, as you know even though my wife’s '73 has 4V heads, they are fitted with 2V sized valves, knowing this she decided that if she had 4V heads she wanted the larger 4V valves.
Never heard of this..............How is it even possible:huh:
That's right, it took a while for me to wrap my head around it as well. According to MustangTeck heads section.
D1AE-CB, 71-74 351C (2V), Valves 2.04 / 1.65
DOAE-6090-M,N,R or DOAE-N or D1ZE-DA,
70-72 351C (4V) Valves 2.19 / 1.71
D3ZE-AA, 73-74 351C CJ (4V), Valves 2.04 / 1.66
As can be seen although the '73-'74 351C CJ (by default CJ=4V heads) have 4V heads they were fitted with 2V valves.
Furthermore, from 351Cleveland.net / Cleveland Wiki / intro page / An introductory page on the on the Q code Cleveland by Tom Custom.
"1973:
H code 351C-2V, two barrel engine, 8:1 CR (or so), open 2V style heads
Q code: Cobra Jet 4V 8:1 CR (or so) four barrel engine. Same as 1972 but got the 2V sized valves in the 4V heads. Cam was ******** in timing 4 degrees sometime starting in 1972. The change is in the cam. It gets an EGR system. Only 4V Cleveland engine option in 1973/74.
The 1973 Q code used a special air cleaner housing with the usual snorkel on the right side, a second air inlet controlled by a vacuum servo on the left (US driver's) side, and a chrome lid. Transmissions with the CJ were either the Toploader (only close ratio available in 1973) or the C6 with a special smaller diameter, high stall torque converter. Dual points only with 4 speed. All CJ years cam with a cast iron spread bore intake manifold."
1973 was an orphan year for the Mustang, what with having emmisions equipment installed (the EGR valve and plate made it impossible to fit the underhood Ram Air components eventhough the Mach 1 had the Ram Air hood) which was probably why they used the smaller valves. Also trying to find a modern carburator to fit the intake manifold of the OEM spread bore 4300 was an exercise in futility.
As a graphic representation, compare the pictures of the stock valve openings shown in part 6 with upcoming pictures of the proper 4V valves in an upcoming part, you'll notice the difference.
If anyone else has any more info on this topic I would really like to see it.
This is mach1mama's husband.Wow, very complicated. It looks like you really did your homework.
This is mach1mama's husband.Hmm. I've seen the small valve '73 heads before, but I read differing things... That it was all 73, or late 73 had small, and that some early '73 had large valves. guess I'll find out when I swap my quench heads on what I had..
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