I've got the L-82 out of my vette to do wome work on the frame and engine compartment. While I'm at it, I will be replacing the exhaust manifolds with 2.5" RAMS horns as well as swapping the intake for a 2nd generation Edelbrock Performer (Many thanks to Ganey for his posts on the differences and which perform the best), doing some small ignition work (MSD HEI module, higher voltage coil), and finally swapping in a lightweight flywheel.

In addition to the above, I will be replacing my 76cc smogger heads with 67cc heads to crank up the copression and using .015" steel shim gaskets to get the quench right.

Here's my dilemma, I have been trying to decide on which heads to use. Of course, I am on a limited budget and am looking to go the most bang for my buck route. Thanks to a multitude of posts, I will not be getting anything with the words Pro Comp before them. I think I will probably go with the often recommended Summit (Dart) heads. There's a set of World S/R torquer heads on eBay that I have my eye on.

I'm not going to be swapping out a new cam, as the engine only has 43K original miles on it.

So which heads would perform better, the new Summit heads, or the World S/R Torquers? Both have 2.02 and 1.60 valves.

Car is a 78 L-82 with Super T-10 four speed and 3.70 gearing.


Thanks in advance.

 

I doubt theres much of differance in the two heads when it comes
to airflow.

 

If you are also going with a new manifold, why not consider a pair of GM's L31 Vortec heads. Numerous tests indicate that these have tremendous flow and they are $500-$600 a pair new. They will bolt onto your block, rais your compression ratio, and will work with the stock cam. The only change is that they require a different manifold, but this is in your plans anyway.

 

It is, but I already have the manifold that I want to use. Besides, I want to stay with the traditional Gen I stuff (for some unknown reason).

Thanks

 

Can't tell you anything about the Summit heads, but I'm running the Dart 180 Iron Eagles w/64cc chamters and am satisfited. If the Summit's are really Dart's then I think you'll be OK.

 

If you want an easy bolt on that will still fit under the hood here it is. Should be around 320HP and 382 torque with 9:1 comp 64CC heads or you can go with 8.5:1 compression 70CC heads and use 87 octane you'll have 310HP 375 torque.
Edelbrock Part#'s
Heads 60759 70cc
Heads 60909 64cc
cam 2102
Manifold 2701
thunder series 650 avs carb
this is to copy Edelbrocks crate engines with out changing to vortec style heads and manifold
Changing to a complete dual exhaust will definetly help you reach those numbers.
This type of a setup won't over stress your drivetrain and will still be reliable, very driveable and pretty quick.

You should be able to find all this stuff new on eBay for $1000.00 to $1300.00

 

I would (did) go with the Dart 180's myself.

FYI - Inspect that cam carefully. I thought mine would be fine too with only 43K on it but it had one lobe showing wear. I did replace it with the same L-82 cam as before.

You should be pleased with your combo. Mine is simmilar and winds out quite nicely now. Next is the shift kit to take advantage of all those new higher RPM's we spin it up to.

-Mark.

 

Well, I found a set of 041 castings locally and picked them up. 2.02/1.60 valves, 3/8 screw in studs, full port done on them. Dropped them off at the shop today and they do need some work. In the end, I will end up spending more to get these old style heads redone than I would on a new pair of Vortec or Summit heads

I know I should cut bait and just by the Summit heads, but I think I'd rather be stupid and go with the older castings. I think there is something to be said for modifying the car as you might have done back in the late 70s when it was new. Kinda silly I know, but hey, every vette is unique right?

I'll post on how it turns out. Thanks for the advice.

 

If your L82 has OE flattops ... you'll be at 10.5:1 w/ shims & iron 64cc heads ... even more if heads are surfaced.

 

The block is not zero-decked, so there is some room in there. I will have to see what the heads come back with before I go and buy anything else.

The combustion chambers have had some work done on them to unshroud the valves, so I am going to have to measure their final size and do some CR calcs to make sure I am not assembling a problem.

Thanks

 

After a thread i started a littel while back,I went with these theyll be here tomorow

Brodix
SB-Chevy IK 180 Aluminum Cylinder Heads
180cc Intake ports
64cc Combustion Chambers
1.250'' Single Valve Springs
(100 lbs. Closed / 300 lbs. Open)
.525'' Max lift
2.02''/1.60'' Valves
Straight Plug
Assembled


thats
$995.99 for the pair + 11 handling from Jegs

going on a 4 in bore 327......

cant wait

 

You will be at 10.4 C/R if you have the typical .015" deck ht based on my calcs. With the 64cc Dart heads and the L-82 cam it runs fine on pump premium. The 041's have a different chamber shape but you still might be able to get by with pump gas. It's gonna be very close.

041's are stealthy. Nobody will know they are basicaly fuelie heads in disguise.

-Mark.

 

Chevy Specifications Manual for the car says the piston top land clearance should be between .030 and .0395 from the factory.

I'm trying to land right around 10:1 or a bit under and balance that with getting the quench as close to .040 as possible as this is supposed to help the engine better resist detonation since I am going with iron head.

Wil have to see when I get the heads back and get the original ones off the block.

Thanks.

 

If you're worried about the compression being too high, just use TWO thick head gaskets. That should get it down enough.

 

Are the 180cc/64cc heads computer friendly. I want to junk my crappy stock heads on my 82.

 

I believe all heads are computer friendly, it's just the cam that can make it mad.

 

Those 041 heads can be very good heads. They flow really good for the runner size with some porting. I worked in a machine shop back in the early 70's for the guy that originally opened Oswego dragstrip. When we built small blocks then we used them or the fuelly heads. Had guys running in the 10's with them. Check your DCR. I think you might have to rethink your cam option. Might have to go with a bigger cam to get the DCR into the correct range to run pump gas. You got a PM on the flywheel.

 

You can always use the Victor Reinz gaskets at .026" with your setup.
I'm running the 041 heads along with 2VR flat tops and a GM151 cam in the kid's car. The GM L-82 and the "151" 350 HP cams have gentle ramps with late closing inlets so you should not have any issues running 10.25:1 with pump gas.

 

Got the PM on the flywheel. Thanks.

As for the heads, I discovered another issue last night when looking through my phot archive. The 041 heads are listed as having accessory holes, but the set that I have seem to only have one drilled in each head. That particular hole will be in the front on the A/C side (right) and matches the hole in my original head.

Unfortunately, the other side of the head (the side which would be the front on the left hand side) only has the one hole as well. My original head has two holes in it for the alternator bracket.

Does anyone know if there is enough meat in the castings to drill and tap the holes I need?

Any suggestions on the cam selection? Being a newbie to this aspect (been working on cars in general for over 20 years) of building, I'm very open.

Thanks

 

Thanks for the gasket suggestion!

I was actually thinking of staying with my L-82 cam, or replacing with the same if it is worn.

Just curious, how's your kid's car run?