Lykins Motorsports CHI 4V 351C Cylinder Head Review

[@rotorr22]

Thank You, Brent. Younger enthusiasts don't know how good they have it with these vids.Back in the day, all we had was opinions you picked up at the track or magazine articles that were anything but objective.

[@mikepaul396]

love your video. appreciate the quality content on a variety of subjects and different types of ford motor. the super cool vibe you give off and qualtiy builds making big power. over the years everyone said dont build a 351C, but clearly thats not the case. thanks

[@danielwilson6665]

Brent, I appreciate you taking the time to intelligently inform the public about CHI and the different Cleveland based heads they offer for just about any any build imaginable. Great products deserve great reviews and you nailed it. Thanks.

[@reginaldzachariah4365]

Instablaster

[@danielwilson6665]

@@reginaldzachariah4365 ....I think I was just blasted...instantly ??? 🤔

[@dennisrobinson8008]

The CHI heads are serious machinery.

[@hectorortega9131]

Hello Brent, hey whats your opinion on the Promax shocker series FE heads? Any suggestions?

[@spotliterrr]

Question. I am a fan of the Cleveland style heads because of the valve angle, that nets bigger valves better port direction.. why are the wedge heads still used more? These are so superior, I don’t understand why they are not used more. Thx.

[@superkillr]

For 1, the bean counters killed off the cleveland here in the US. 1970's/80's gas problems and emissions really destroyed ALL performance related anything. #2, the inline "wedge" Ford has come a LONG ways with aftermarket companies. You can get some killer heads that will work for 95% of most people's uses. Since almost all the SBF work was done after the Fox body mustang came out, all the accessories like intakes, headers were made for the inline head configuration. And that always scares manufacturers to force someone to rebuy all their speedparts just to use a set of heads.

[@aussiesupersnake6642]

HI Mate Interesting listening of your review of this head,i was of understanding that the 3v 225 was the best performance head for a 408 cleveland,in Australia no one recomends this head only if allready have 4v cast irons and want to use existing manifold and extractors,good to see you made good hp with this head

[@lykinsmotorsports]

The CHI 4V makes great power, but you are correct, the 3V 208-225cc heads will take it on up. We port the 208cc heads to about 380-390 cfm. I will say this, making videos is hard......I can understand if someone misunderstood the part where I said I was going to make 800 hp with these heads. It won't be with these heads, but with a set of ported 3V heads. Thanks for the comment.

[@69JANKS]

@@lykinsmotorsports yes i use these 4V CHI Heads on my 380ci Supercharged Cleveland. Had them hand ported 352cfm@700” 👌🏼 & make plenty of easy power 👍🏼🏁

[@buddygallagher1193]

Thanks for the video man

[@nova467spanker]

Brent i see you buddy. i know you are busy but some videos of you flowing them CHi or maybe some Trick Flow and maybe some factory 2v and 4v heads would be cool. Im still watching your 496FE build. My stepdad really wants to put an FE in one of his Foxbody Mustangs.

[@dennisrobinson8008]

Factory 4v hit 275@.5" and like 290@.7" without being touched

[@nova467spanker]

@@dennisrobinson8008 I have seen conflicting post and write ups over the years about what lift that 275cfm was really at. Also, which 4v heads you talking about? One of the 2 flow more than the other, do you know which one - I do. Also, what size valve 4v heads are you talking about - Cleveland 4v's had different sized valves from factory.

[@dennisrobinson8008]

@@nova467spanker Yes. I've seen the 275cfm numbers @.500" and also at .600", the 290cfm is certainly @ 700". The 4v open chambers supposedly flowed the most due to chamber unshrouding. This guy did mild porting and bowl work and recieved peak of 330+CFM with almost 300CFM by .500". kzbin.info/www/bejne/baTXpWRvebOejqM . Stock he flowed them at 246@.500" and 274@.600". So the 275CFM@.600" is probably the most "common" number that we should use.

[@whales302]

Been thinking about ditching my stock 4V quench heads on my 351 Cleveland MACH 1. What do you recommend? I'm looking for better low end power, 2000-5500 range. I'm running a comp cams 272 with 10-1 Compression right now. I don't want to run new headers or an intake, currently it has a Performer dual plane so I can run my shaker assembly. I looked at the Edelbrock head but it doesn't have great reviews, CHI heads look promising...

[@lykinsmotorsports]

CHI for sure. One of my custom cams would also pick it up considerably.

[@mikeoostendorp8057]

Will the CHI intake work with a shaker setup?

[@danielwilson6665]

@@mikeoostendorp8057 … That’s a good question because I also have a factory Shaker setup on my ‘70 Mach 1. I’ve used aftermarket intakes without problems but none of them were as tall as the CHI single plane. Maybe contacting the CHI tech department would provide the correct answer. The engine I’m preparing to install features a fairly radical solid roller cam and high compression so a single plane intake is required. Fords Shaker is the best factory cold/ram air induction system ever made and getting rid of it would really screw up a great looking design.

[@jamesmedina2062]

Did you get the CHI heads installed?

[@vrm86gt]

Man, I'd really like to do a stroker Clevor sometime!

[@jacobadkison5046]

Brent, thank you for sharing! Would you be willing to share the part number of the ferrea intake and exhaust valves for the 4v? Also, I was going to use XE284H on my stock 4v quench style heads, but had seen you mentioned a custom grind cam in the comments. Do you offer a custom grind cam for the chi 4v? Thanks for your time and content! Jake

[@lykinsmotorsports]

Shoot me an email and we can discuss.

[@cpt.moroni3092]

I’m looking to build an engine for desert racing in Mexico. I add that detail because of buying pump gas for the race truck in Mexico could limit performance. Can I build a 600hp engine to run on Mexican pump gas, lol? I’m thinking I need a stroker engine. Thanks for any ideas.

[@spotliterrr]

There’s always octane boost and aviation fuel

[@jamesmedina2062]

the small details are easy to work out. You should ask Ben Alameda for advice but he has said that with aluminum heads like this you can ask for 12:1 compression. its in the cam as well. Mexican fuel is fine.

[@matthewnosal6893]

More Cleveland and clevor stuff.

[@aaronchustz8531]

Good information! Thanks

[@jeffschwartz5199]

I like those heads.

[@ldnwholesale8552]

2Venturi and 4Venturi heads. To me any 4V makes a good door stop. No velocity huge bloody things. The CHI 2Vs are good for any engine 302-400 and will make better low end than the 302 Aussie heads. BUT the 3V versions are better. The intake runner is lifted probably an inch and with their [no choice!] intake. And common sense high velocity runners, not something you have to half fill the port unlike the OEM garbage. A friend has the 185 heads and with a decent 377 bottom end has 500 whp. It will start to lay over at 6500 but is an excellent true street engine. I have some 208s for a milder road race engine. They should make more power, my rpm limit will be 7000. It is a Cleveland!! I have heard of the biggest ones being drag raced at 8000 rpm and making true horsepower,, still with a driveable bottom end. Interesting fact, the 2V head has a larger intake port cross section than a medium race port Chev head.

[@spotliterrr]

What if one were to add a compressor.. that head might work the best right?

[@dennisrobinson8008]

Boss 302 huge head small cam beat Chevy dz302 medium head large cam across the curve. So they work.

[@rossgirdeen3247]

4v heads there a little better than door stops lol 😆

[@Trump985]

Sorry but if you designing a new head maybe you should fix the issues with the stock design like fixing the damn exhaust port. You still need to run port plates on an aftermarket head what’s the point of it?

[@lykinsmotorsports]

I’ve never ran port plates on aftermarket heads. Don’t have to.

[@danielwilson6665]

As far as I know and from my own experience, all of the aftermarket aluminum Cleveland heads have greatly improved exhaust ports and don’t require port plates or the stamped sheet metal tongues. I have a pair of vintage iron high port Cleveland heads and it’s easy to see why the conversion was necessary. Mine were modified by Larry Widmer at Endyn and he did a lot of work improving the intake ports as well using aluminum inserts and epoxy to fill and contour the floors. He also made the intake ports slightly wider in the process. Endyn did quite a bit of the early R&D work on Cleveland combustion chambers to get the most efficient quench area and unshroud the valves. But now the aftermarket vendors have alloy Cleveland heads available for any combination imaginable. I totally agree with your comment about what’s the point of port plates on modern Cleveland exhaust ports. If you run across an example, I would appreciate it if you could post something about it for all to see.

[@dennisrobinson8008]

No port plates on the CHI heads.

[@Hjfvvdst]

Great info