Premium Hemi heads with Boss-style valve covers and Jesel rocker system for small-block Fords.
Hemispherical-style combustion chambers have earned a formidable reputation for power generation. How did this come about? The Hemi head broke fresh ground in several areas, including skillfully uniting superior air flow with larger valves.
Generally, Hemi head valves are placed across the head compared to Wedge head valves, which are placed more longitudinally along the head. As a result the Hemi air flow route is easier, it has fewer bends, and the transfer of incoming and outgoing gases is more efficient. Also, the Hemi head usually employs larger valves because they are naturally inclined in their hemisphere and hence open toward the center of the cylinder. Their operation, therefore, generates freer air flow—not shrouded— resulting in easier cylinder filling.
Greg Brown’s new company, Hammerhead Performance Engines, is entering the final stages of production of unique Hemi heads for Fords.
By some margin it is the most important news for small-block owners in several years. Indeed you might gauge it more notably than this.
With an emphasis on completeness, the innovative head kits will include cast aluminum Hemi-style valve covers, a Jesel 1.7:1 ratio rocker system and all the necessary valve and spring assemblies as well as gaskets.
The aluminum head kits can be directly installed on all small-block Fords: 289, 302, 351W and, with some modifications, even 351C engine blocks. As you might expect there is more than one dimension to the introduction of this new technology.
Following two years of development and testing, all of the mechanical details are now available. Importantly, the heads will accept any current or existing intake manifold for the designated block, thus a 351w intake will operate on 351W block. In the interests of efficient air flow, the intake ports are raised to present direct air flow to the valves. China wall spacers and lifter valley cover are supplied as are FelPro 1262R gaskets that provide the interface.
Within the 62cc combustion chambers, which facilitate pump gas compression when needed, reside stainless steel intake and exhaust valves of 2.200in and 1.650in respectively. Featuring 11/32in diameter stems the intake flows almost 400cfm; the exhaust 275cfm. The installed height of the valves is 1.950in which allows high lifts of around 0.800in and valve angles are set at 15 x 6 degrees for both intake and exhaust. While Beehive valve springs are supplied as standard for hydraulic roller applications, the heads will accept springs with a maximum of 1.500in OD.
To its credit, no grinding is required of the block for exhaust pushrod clearance. In addition, it uses virtually any Windsor-style head gasket. The exhaust flange, which employs the Yates C3 bolt pattern, uses FelPro 1433 gaskets. Valve cover gaskets are of Flatout origin.
If you were asked about the single cleverest aspect of this new Hemi head kit, you might point not to its deck thickness of 0.700in to encourage safe use of power-adders or its full water jackets for proper cooling. You might also bypass its accessory bolt holes for the provision of factory components and its use of ARP 254-4311 head studs and point instead to its pricing.
First deliveries of the new Hammerhead Hemi head kits are expected to begin around late November or early December at a price of around $5,995 for the complete kit. Its public debut is scheduled for the PRI show where it can be viewed and discussed in the World Products booth #1343.
Hammerhead Performance Engines
Great news! I love the way the aftermarket always keeps us jumping for the next best Power Mod that all of us must have to make more power, more economy, more fun. The innovations always exemplified here are what is needed in every industry! Truly amazing and ground breaking on every front, and these are no exception, just another fine example. American ingenuity is without compromise as long as people are allowed and supported in doing what they do best. Improve, improve, improve, and the American Spirit lives on and gets better! It never sleeps!
We have been in business for 32 years and only build Ford headers. We would be interested in looking at building headers for this new Ford SB Hemi head conversion. We currently offer several different headers for the Kaase Boss 9 heads.
Puyallup, Wa. 98371
Hi Stan. Email me directly to talk more about building headers. I am definitely interested in finding someone that will be able to offer something for my customers. Thank you, Greg.
How about in cast iron? Will this head fit a Cleveland?
Why cast iron? I highly doubt this option would be made available for the .0006 percent of the market that wants MORE weight on the front end. And I assume, to fit on a Cleveland, you would need to drill water passages at the front of the head deck surface and block off the coolant passages in the intake face of the heads. Depending on the intake port location you could probably machine a 351w intake to fit, or use spacers on a 302 style intake.
These heads will be only manufactured in aluminum. They will bolt on to a Cleveland block with the right head gasket and an external water crossover. Thank you
Let me know the first day they become available to the public.
If you will send me your email address, I can add you to the list that receives updates on the progress of the cylinder head. Send to firstname.lastname@example.org
Need to sponsor me a set up for my Cleveland in my 66 pro street Mustang and I will help get your name out there would be good advertising
Thank you for your offer.
Has any research been done on what Fords they will fit into without modifying shock towers? That is an important selling point and important buyer info.
Would be nice to know if they would clear a Falcon /Comet engine compartment without major mods, awesome!
The cylinder head was designed with that in mind. The exhaust side of the head is no wider than a C3 yates head, which is similar also to a Cleveland head. The valve cover will extend beyond the head slightly, maybe an inch or so. The exhaust flange is also like a Yates/Cleveland as in it is 90 degrees from the deck, so headers are directed downward, not straight out like a typical Windsor head. When I have actual dimensions, I will post them to my website…hammerheadperformanceengines.com Thank you for your comment.
Great AWESOME job buddy you made it fit with parts that are out there now. I have been a Ford guy for 50 years and this is a nice surprise. Cannot wait for some Dyno pulls.
Mike Caruso 08.12.2016
Thanks Michael, as things progress, I will be posting on my website…hammerheadperformanceengines.com
You have a web page or Facebook on your products?
This is a startup company for me, although I have been in the race engine field for the last 20 years. My website is hammerheadperformanceengines.com . Email is email@example.com . Facebook page is Hammerhead Hemi Heads.
Have 347 stroker – what mods if any-like pistons-roller?
To make the conversion with these heads, you will need pistons (unless you have a very small cam and there is room to cut a minimal valve pocket in your current pistons), complete heads and parts that come with (Jesel rockers, valve covers and gaskets, and valley cover plate), headers (with Yates bolt pattern), pushrods, and possibly a cam change. The Yates exhaust flange is lower than a typical Yates head, so I don’t know if existing headers will work.
Can you pre order? Please keep me posted
I am not taking deposits until I have castings in my hands, however I have created a list of names for heads. If you will send your name, phone number, and email address to firstname.lastname@example.org, I will add you to the list and contact you when heads are available. Its looking like middle of November for having heads and parts ready to ship. Thank you
Congratulations on ur new project we did a engine for engine masters with the Hemi heads looking forward to seeing yours
Would love to talk to u about them 760 378 1982
Call me at your convenience and we will talk. thank you
I am very interesting in these heads and would like more info, as I will be building a big stroker all aluminum small block supercharged engine.
I will be posting all updates on my website as well as Facebook . http://hammerheadperformanceengines.com FB is Hammerhead Hemi Heads. These heads should make great power on your new build.
I would be interested in a set of these for my Australian Ford XA coupe if they fit without altering the shock towers. And can I use my existing headers? Also,how about a picture of the valve covers?
An engine with these heads will be only an inch or so wider than a Cleveland or Yates headed engine. They will require a header that uses a Yates bolt pattern. The valve covers are being manufactured and as soon as I can get a photo, I will post it to my website..http://hammerheadperformanceengines.com
Will the carb height remain stock or will it raise it ? I have a Torino shaker on my 302w so carb height is critical.
Hi Bob. As the port is raised up from a normal Windsor, the intake will be raised up as well. I estimate it to be about 1.5-2″ higher than usual. Thank you
While you are in the early production stages how about a nice tunnel wedge style dual Holley intake manifold as an option much like the 427 FE tunnelport.
The ports, in their current location, will accept any Windsor intake for the block you are using. So, a tunnel ram that currently exists, like the Weiand, will bolt right up. Are you referring to the Hi-Ram intake?
Well other than the Edelbrock dual quad AG and the dual Holley low rise intake from Price Motorsports….there are no other dual quad intakes for the 351W….that I know of. No tunnel rams either other than a custom built $heet metal type.
Plenty of room in the market for a correct runner sized dual quad manifold for hungry large cube Windsors like my 427 Dart blocked Windsor.
You are correct, nobody that I could find makes a true tunnel ram for a 351w. There are a couple dual quad set ups, but they are not very tall. Price Motorsports sells intake adapters which allows you to use a 302w Weiand tunnel ram on a 351w. It would definately be nice if there was a direct bolt on tunnel ram!
can the small intake ports on these heads be opened up for big 428/451ci eng’s?, like a 4V/Boss port or at least a A3 port?, then edel, offy, weiand 4V/Boss tunnel ram/intakes would fit/work.
The port is already big. A Felpro 1262R gasket fits it perfectly. As far as changing the port design to a Cleveland type, I am not exactly sure. I will, however, look into that and get back to you soon. Thank you, Greg
What about pistons? Who will be making the various sized pistons required?
As of now, Diamond is working on pistons for the head, but I am sure other manufacturers will be offering some as well.
Hi, Will these heads be any good for boosted engines,twin turbo? Thanks Mike
Exactly how well these heads work with different combinations is still to be determined. By all estimates, they should work great in a boosted application. The deck is plenty thick and the chamber size should allow getting lower compression fairly easy.
Everything looks and sounds great package etc.. To gain this much header isn’t that big of deal. I’m sure you’ve done this also but if you did change intake to 4v style would it be a gain in flow? Just trying to go Fast
Interested in a set of these heads: would like to know what kind of power and torque they would make on a 427 Windsor
Hi Butch. I am building two engines for testing purposes. One is a 427″ hydraulic roller, pump gas engine with EFI. The other is 365″ dry sump, big cam, and compression with a super Victor intake and 1000 cfm carb. Keep checking in to the website (www.hammerheadperformanceengines.com) for all updates, including dyno testing. I expect the hydraulic motor to be around 600hp and the solid roller to be over 800hp, even at 365″.
Sounds good. I wanted to build a 427 out of a stock Windsor block with around 13:1cr, your heads, and solid roller cam. I’ll use the engine for truck pulling in a small-block high-output class where there are no Fords only Chevrolets. Keep me posted when they’re going to be on market. Thanks, can’t wait.
Sounds good. You can email me also with any questions at http://email@example.com. Thanks Butch
With the long rocker arm on the exhaust side will that be a limiting factor in RPM?
That’s a good question. It depends on what RPM you’re talking about. When I was at JKRE, our mountain motor Prostock engines would turn 8500 with no problem. I am building a 365″ all aluminum dry sump engine with compression and big cam, so we will see how it does at 8000-8500, maybe more! I will be posting results on my website, so check in to see how that goes. Should be toward the end of November. Thanks
Just picked up a 70 model boss 302. It needed an intake so I bought and older offenhauser turbothrust 2×4 tunnel ram. Will the intake ports match up?
These heads require a Windsor type intake. I may be possible to adapt the intake you bought, but it will not be a direct bolt on. Thank you
Will these heads make more power on bigger cubic inch say 460 to 500 as I’m considering a Titus block?
Hi Butch. These heads will work well on any size sbf, but I do believe you will get more benefit from them on larger ci engines, due to large valves and bigger ports. Thanks for your question.
Are they close to being done?
Yes Butch. The first batch of 5 sets of cylinder heads have arrived and finish machining will be completed following the PRI Show in Indy.
Curious what flow #’s this head is capable out of the box and what volume cc’s the intake is?
What are the valve sizes ?
Do you already have a piston mfg’r in place for these heads and if so, whom?
Flow numbers: 392/intake and 275/exhaust as cast. It’s supplied with 2.200in/1.650in competition stainless steel valves and I believe the pistons are Diamond pistons. For further information you might contact Greg at Hammerhead Performance Engines directly: (678) 570-0874
Greg, Please develop a nice flowing cast Tunnel Ram for the Windsor to go with the new Hemi head, you will sell the hell out of them. No one has a tall Windsor Tunnel Ram and a lot of us Ford guys want to know why. Not enough demand? Are you kidding me,there are thousands of people on the web and Ford forums that say they would buy one if there was one. With what you did with this new Hemi head designing an intake should be a breeze. I see a lot of $$$$$ to be made.
Do you sell complete engines? What would cost of hydraulic roller 427 efi, alloy block be? The engine is going in a ffr cobra replica. Has anyone done one yet to your knowledge? Is the availability there yet? What would the completion time be? Thanks for your time Gregg!
Hi Tim. Yes, I do sell complete engines. Right now delivery on a complete engine is around 6-8 weeks. Cylinder head kits will be ready in 4-6 weeks. Thank you, GREG
Factory 302 block engines HR(306″-347″), single 4150 carburetor……………$14,400
Factory 351 block engines HR(358″-408″), single 4150 carburetor……………$14,900
Aftermarket iron 8.2 deck engines HR(302″-363″),single 4150 carburetor…$16,400
Aftermarket iron 9.5 deck engines HR(351″-427″), single 4150 carburetor..$16,900
Aluminum 8.2 deck engines HR(302″-363″), single carburetor………………….$ CALL
Aluminum 9.5 deck engines HR(351″-427″), single carburetor………………….$19,400
Aluminum 9.5 deck EFI engines HR(351″-427″), single TB……………………….$21,900…..TIM
Aluminum Cleveland block builds (up to 500″)………………………………………..$ CALL
Holley HP EFI (single throttle body, complete system)…………………………..+$2500
Solid roller combinations…………………………………………………………………….+$300
Dual quad and stack injection intakes……………………………………………………$ CALL
Hydraulic roller, pump gas 302 based engines start around 475HP and go up to 600HP
Hydraulic roller, pump gas 351 based engines start around 575HP and go up to 700HP
Hi Greg, what block is that in the 510 SBF? It is iron isn’t it?
It is an aluminum Titus Performance Products Cleveland block.
Just asking–could the intake face of the head also be drilled to accept the Boss 302/Cleveland intake manifold?
Hi Dennis. Sorry it took this long to respond. I have been looking into the possibilities of what you’re asking. It is possible to drill and tap the bolt holes for a Cleveland intake manifold, but I would have to know up-front when the heads were ordered, before machining, as a couple of the bolt holes actually are in the same location as the Windsor water passage on the intake flange of the head. If I know ahead of time, we can machine the heads without the Windsor water passage holes and machine the Cleveland bolt pattern in then. All of these Hemi heads will have the typical Cleveland water passage holes machined into the deck, but plugged for Windsor applications. I do know that the Windsor port and Cleveland port are much different, so alignment and matching of the ports will be the customer’s responsibility. Thanks, Greg
Howdy from down-under. Building a 306 Windsor 4.125 bore x 2.87in stroke revving to 9,000rpm with 10:1c.r. Hoping for around 700 hp. Would your heads help me achieve these figures? Cheers!
P.S. Everyone says it’s not achievable – but instead of telling me I can’t, tell me how…
I believe it is achievable. It will have a big cam and although it would take pump gas, it will be a race motor, probably a little fussy driving on the street. Call me at the shop and we can discuss the details. 678-570-0874 Thanks, Greg
Hi Greg, any numbers on the race hemi yet? Can’t wait to see them…
Hi Mick. I ran the 427 again on Friday, with awesome results. It made 928 HP and 675 Lbs/ft torque. Peak power was at 7700 rpm and peak torque was 6300. I believe if the cast intake had shorter end runners, it would have been a higher peak and, with that, more power as well. I will post more information on this soon. Thanks, Greg
I’m mightily impressed by these heads but I must ask; if you were going to the trouble of designing a brand new head for a small block Ford (or any similar engine) why didn’t you make it a SOHC hemi like the old 427 Cammer, eliminating the lifters and pushrods, or even a DOHC eliminating the rockers too?
Hi David. Basically, what you’re talking about is a mod motor of sorts, which numerous versions exist. My intent was to sell cylinder heads, mostly. I am a BIG fan of pushrod engines. The 260, 289, 302W, 351W, and 351C existing engines are all potential users of my head. Guys being able to use some of their existing parts….block, crank, rods, front covers, oil pans, and even intake manifolds, makes the prospect of a new head purchase more feasible.
Any new updates on production and release dates for these pieces?
And BTW, thanks for the much needed shot of SBF ingenuity!
PS. all the posters above are absolutely correct in that if you designed a 351W tunnel ram manifold to use with these heads(which seem like prime candidates for ultra flowing dual quad setups)?.. you would easily be able to fund this cylinder head project to final fruition with plenty of cash left over for any other ventures. The market is prime for such a piece and you’d sell them quicker than they could be cast and shipped out to you!
Hi. I have had the first batch of castings roll through. More are on the way. I agree on the tunnel ram idea, however, Holley is about to release a tunnel ram for the 351W’s. I didn’t feel as there was any reason to try to compete with them on a similar product. If it proves to not be as good as it should, maybe then. Call the shop any time or visit the website for availability and pricing. Thanks, Greg
Greg, your reasoning for staying with the traditional pushrod engines is well stated and there are MANY Ford builders, including myself that feel the same. I will acknowledge that the current generation of D.O.H.C. Ford engines are masterpieces of modern technology and they will continue to dominate that segment of engine design for decades to come.
But thanks to you and the equally impressive HAMMERHEAD leap forward over anything currently available in traditional pushrod architecture, and along comes this clean sheet design that combines all of the desirable technical features but without the usual compromises in design that detract from the heads performance potential.
Game changers on this level certainly don’t come easy. My sincere thanks to Greg Brown !
Thanks for stepping up to the plate. Sorry for asking this early, but what about a head for boosted 2.3 Lima?
Hi Carl. I have heads for small block Ford’s and now for LS Chevrolets. I have a few ideas for future projects to add to my line, but not additional cylinder heads right now. It would be a couple different intake manifolds that are needed at this time.Thanks, HPE