[wishIhada5.0]

found a set of B heads that I can get for pretty cheap...for a future build. I have read somewhere that the B heads are the best flowing of all the production 4v heads? Any off the top of your head info would be great!

[dhicks7806]

I believe C heads are the best ones IIRC


Sent from my Autoguide iPhone app

[FourSix]

The 03/04 Cobra/Mach C Heads flow the best then come the 99-01 Cobra C heads. The B heads came from the 96-98 Cobra's. Not sure of the flow number, but I'm sure a simple google search would get you the answers.

From svtperformance:
B heads: Intake: 230 cfm at .500" of lift
Exhaust: 145 cfm at .500'' of lift

C heads: Intake: 225 cfm at .500" of lift
Exhaust: 145 cfm at .500’’ of lift.

03/04 heads: Intake: 233 cfm at .500" of lift
Exhaust: 168 cfm at .500 of lift

[kennyGT]

B heads can flow the best but dont make a difference until you get up to serious numbers I.E 700-800rwhp range. If not c heads make more lower end power when comparing 500hp to 500hp

[wishIhada5.0]

it'l be an all out turbo build if I do it...by all out i mean the absolute limits of pump gas

[86er]

B heads arent bad, but they arent the most desirable.
How they are generally viewed from least to most desired:

B heads
Early C heads
Revised C heads/Navi heads
GT500/GT super car heads
00 Cobra R heads

[86er]

Originally Posted by FourSix The 03/04 Cobra/Mach C Heads flow the best then come the 99-01 Cobra C heads. The B heads came from the 96-98 Cobra's. Not sure of the flow number, but I'm sure a simple google search would get you the answers. From svtperformance: B heads: Intake: 230 cfm at .500" of lift Exhaust: 145 cfm at .500'' of lift C heads: Intake: 225 cfm at .500" of lift Exhaust: 145 cfm at .500’’ of lift. 03/04 heads: Intake: 233 cfm at .500" of lift Exhaust: 168 cfm at .500 of lift

Those numbers for the B head seem a little high, closer to 220 and c heads closer to 230 and the revised C heads/cobra heads closer to higher 230's to 240

[Kevin C]

I just looked up the Cobra R head flow numbers, and wow. 35CFM over TFS 2V heads and 03-04 Cobra heads at .500. That would be nice.

86er, did Ford ever reproduce them? Or do you have to wait for someone to wreck a Cobra R?

[86er]

They made some but most of the parts for that car you had to show ownership to even get. But its usually wait for a wrecked one or someone who had an extra this or that to go ahead and sell them

[wishIhada5.0]

so youre saying the TF heads are just a shade behind the 04 4v heads stock for stock?

[Kevin C]

Originally Posted by wishIhada5.0 so youre saying the TF heads are just a shade behind the 04 4v heads stock for stock?

At lower lifts, I believe the TFS heads flow a few CFM less, but at .500" they're both at 233 CFM IIRC. And at .550" the TFS heads are at 241. I'm not sure why I couldn't find .550" flow numbers for 03-04 4V heads, or if you can even run that much lift with the 4V.

It's one of the reasons why I'm going to stick with my 2V, although I may buy a Cobra one day.

[Kevin C]

Originally Posted by 86er They made some but most of the parts for that car you had to show ownership to even get. But its usually wait for a wrecked one or someone who had an extra this or that to go ahead and sell them

Wow. Can't let them super duper flowing heads get into the wrong hands, I suppose.

[95mustangGT/SVT]

I sent you a PM wishIhada5.0

[86er]

Originally Posted by Kevin C At lower lifts, I believe the TFS heads flow a few CFM less, but at .500" they're both at 233 CFM IIRC. And at .550" the TFS heads are at 241. I'm not sure why I couldn't find .550" flow numbers for 03-04 4V heads, or if you can even run that much lift with the 4V. It's one of the reasons why I'm going to stick with my 2V, although I may buy a Cobra one day.

most radical cams for the 4v dont go much over the .500 mark, they respond better to increases in duration. So youll see heavy duration with lifts of like .485 to .500.

Stock 4v>tfs. Port both and the 4vs run away in the comparison

If you pay more than 200 for a set of B heads youve been had

[Kevin C]

Yeah, I never bothered to research ported TFS heads Vs. a ported 4V head, I just assumed what the outcome would be, the 4V flowing more.

I saw a Teksid and bare B heads for sale by some girl on craigslist a while ago for only like $100, the block and bare heads. I should have went and checked out the block real carefully and bought it. Even if it were in bad shape, it's like 86 pounds of aluminum. Money right back.

[wishIhada5.0]

I can land the heads for$ 170.....are they the best option though by comparison to the somewhat readily available c heads? Assuming both were worked over.....

[86er]

C heads are just as easy to find. Hell just buy a complete engine and drop it in. Aviator engine and be done

[GreyWarrior07]

a link i have saved talking about all 4 valve heads... here is part


B/Swirl Port: (93-97 Lincoln Mark VIII, pre 99 Lincoln Continental, 96-98 Cobra).
The first and only production Ford head with two (square primary, round secondary) intake ports per cylinder, these swirl port castings arrived first in the ’93 Lincoln Mark VIII. Aptly named, due to the way they promoted the incoming air to swirl into the combustion chambers, much like water running down the drain of a once full sink.

Through the years these heads have proven themselves to be excellent high rpm (8000rpm+) performers—mainly in power adder applications--since their tremendous combined intake port cross sectional area and volume (when combined, a full 55cc more than any other 4.6L head design) provide for exceptional power production in the upper regions of the tach. Ironically, it’s those same big, beautiful, twin ports that also prove to be the B head’s largest inherent design flaw. The extra intake port size has a tendency to kill low/mid rpm intake port velocity and power production—hence the use of Ford’s first IMRC (intake manifold runner control) intake on the 96-98 Cobra. By allowing air to reach only one of a B head’s twin intake valves, velocity, and therefore low/mid range torque production was restored in situations under 3250rpm. Later head designs are clearly superior in this regard, which happens to be the one of the most important considerations for those wanting a stout street motor.

There is also some controversy over the single fuel injector/dual intake port setup. Some claim insufficient air/fuel mixing because of the compromised design, however, others contest that the ability to make 1000+rwhp with only minor porting and some form of power adder is testament to the contrary. Whoever you believe, there is little doubt that even after as little as 8,000 miles, carbon and other deposits tend to form on the secondary ports, causing a major airflow impedance, as there is no fuel present to clean them. B heads feature a somewhat small stock exhaust port that really hinders flow in power adder applications. Major gains from porting come with a quality valve job, some pocket and lots of exhaust work. There really isn’t a lot of material to remove from the intake ports themselves.

The Bottom Line: B heads aren’t the best choice for a naturally aspirated street motor. In order to really shine, they need to be paired with a power adder and a short block that can sustain high horsepower and rpm levels. These, the oldest heads, may still be a great choice for full race applications.

Stock Intake Choices: ‘93-‘97 Lincoln Mark VIII, ‘96-‘98 Cobra.
Aftermarket/Modified Stock Intake Choices: HCI, SSR, PHP.
B head dimensions: Combustion Chamber: 52cc, Intake Port Vol.: 107cc primary (square), 115cc secondary (round). Intake Port Entrance: 1.500x1.300” primary (square), 1.660x1.400” secondary (round), Valves: 37mm Int., 30mm Exh.

[86er]

Originally Posted by GreyWarrior07 a link i have saved talking about all 4 valve heads... here is part B/Swirl Port: (93-97 Lincoln Mark VIII, pre 99 Lincoln Continental, 96-98 Cobra). The first and only production Ford head with two (square primary, round secondary) intake ports per cylinder, these swirl port castings arrived first in the ’93 Lincoln Mark VIII. Aptly named, due to the way they promoted the incoming air to swirl into the combustion chambers, much like water running down the drain of a once full sink. Through the years these heads have proven themselves to be excellent high rpm (8000rpm+) performers—mainly in power adder applications--since their tremendous combined intake port cross sectional area and volume (when combined, a full 55cc more than any other 4.6L head design) provide for exceptional power production in the upper regions of the tach. Ironically, it’s those same big, beautiful, twin ports that also prove to be the B head’s largest inherent design flaw. The extra intake port size has a tendency to kill low/mid rpm intake port velocity and power production—hence the use of Ford’s first IMRC (intake manifold runner control) intake on the 96-98 Cobra. By allowing air to reach only one of a B head’s twin intake valves, velocity, and therefore low/mid range torque production was restored in situations under 3250rpm. Later head designs are clearly superior in this regard, which happens to be the one of the most important considerations for those wanting a stout street motor. There is also some controversy over the single fuel injector/dual intake port setup. Some claim insufficient air/fuel mixing because of the compromised design, however, others contest that the ability to make 1000+rwhp with only minor porting and some form of power adder is testament to the contrary. Whoever you believe, there is little doubt that even after as little as 8,000 miles, carbon and other deposits tend to form on the secondary ports, causing a major airflow impedance, as there is no fuel present to clean them. B heads feature a somewhat small stock exhaust port that really hinders flow in power adder applications. Major gains from porting come with a quality valve job, some pocket and lots of exhaust work. There really isn’t a lot of material to remove from the intake ports themselves. The Bottom Line: B heads aren’t the best choice for a naturally aspirated street motor. In order to really shine, they need to be paired with a power adder and a short block that can sustain high horsepower and rpm levels. These, the oldest heads, may still be a great choice for full race applications. Stock Intake Choices: ‘93-‘97 Lincoln Mark VIII, ‘96-‘98 Cobra. Aftermarket/Modified Stock Intake Choices: HCI, SSR, PHP. B head dimensions: Combustion Chamber: 52cc, Intake Port Vol.: 107cc primary (square), 115cc secondary (round). Intake Port Entrance: 1.500x1.300” primary (square), 1.660x1.400” secondary (round), Valves: 37mm Int., 30mm Exh.

where did this link come from? all 4v's have the same exhaust port 48mmx25mm

[GreyWarrior07]

Originally Posted by 86er where did this link come from? all 4v's have the same exhaust port 48mmx25mm

This write up has bounced around here and many other mustang websites, here is the link i have saved.... 1999/2001 Mustang 4.6 heads vs 2003/2004 Mustang mach 1 heads - Ford Mustang Forums

But yes you are correct they are the same, this thing has floated around so many times im not sure if it was a mistake, or someone changing it, or not knowing

86er, it wouldnt let me rep you, but nice catch.. ill get you back sometime