I did express a preference for dished pistons. My comment about the thick head gaskets is that they wouldn't hurt the motors horsepower potential. I am in full agreement with you that its not ideal engineering.
I've seen the head gasket approach work in conjunction with the 302C heads. Its probably on the ragged edge of too much clearance, the quench heads in this circumstance adding turbulence thats not there in the situation of a 351M or 400. That is admittedly just the assumption of an old inebriate.
As far as I'm concerned these Australian 302C heads are more trouble than they're worth for most applications here in the US. Folks use them under the belief they need the quench style chamber to make power and avoid detonation, which is not accurate. They'd be better off milling 0.060" off a set of US 2V heads (0.060" is Ford's max recommendation) reducing their chamber volume by 12cc. The 1970 351C 2V cylinder heads have smaller 76 cc combustion chambers, they'd end up with nominal 64cc chambers which is right in the ball park of where they should be. Let's not forget the Trick Flow alloy 2V heads which flow better, have the proper combustion chamber volume and the combustion chambers are of the high swirl variety. Plus they look racy which is worth 2 seconds in a bench racing session. I'm rambling.
Bottom line Brent ... you're right, the thick head gasket is not an ideal situation. We're in agreement for once.
-G
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If you use a 351C 4V powered vehicle for a grocery getter ... the eggs aren't going to make it home!
