Help. Big block decision...
Le Mans Master
Joined: Apr 2006
Posts: 5,403
Likes: 95
I'm Kind of hoping you go for a good flowing aluminum AFR head, but I
was wondering who makes the summit iron head, is it a dart head ??
it has 308 runner, 2.25/1.88 valves , 1.55 valve springs, for a little
over $1200.00 it would sure save some bucks. Anybody know how
well it flows air??
was wondering who makes the summit iron head, is it a dart head ??
it has 308 runner, 2.25/1.88 valves , 1.55 valve springs, for a little
over $1200.00 it would sure save some bucks. Anybody know how
well it flows air??
Drifting
Joined: Jul 2006
Posts: 1,871
Likes: 6
From: Sault Ste. Marie Ontario
I'd love to see your build info. Any pics send to doogie1101@hotmail.com
Was that $6k from carb to oil pan? what aluminum heads did you go with?
Here is the build-up I went with for $6k. (I haven't added all the receipts and do not wish too)
Starting with a stock bore, crank, and 2-bolt main caps, I added:
Edelbrock Performer Heads
Edelbrock Performer Intake
Edelbrock Performer Carb - 750 CFM
Edelbrock Victor Series Water pump
ARP Main, & Head bolts
ARP 12 pt dress-up bolts
Comp Cam Extreme Energy hydraulic Cam & lifters 224/230 duration, .515/.520 lift
Comp Cams Magnum pushrods
Fed. Mogal MA series main Bearings
Clevite Rod Bearings
Speed Pro forged dome pistons (Stock bore, .095" dome)
Sealed Power Performance Ring Set (I did not buy the file fit rings, but should have. Make sure you do)
Scat Rods w/ARP bolts
Felpro Gaskets
Summit True Roller timing set
PRW Fluid Damper
PRW Roller tipped steel rockers (stock 1.7 ratio)
Carter Fuel Pump. (I may change this to the stock replacement to utilize the fuel return line)
Hooker Ceramic side pipe headers
Energy motor/transmission mounts
MSD tack drive distributor
MSD 6AL ignition box
MSD Blaster 2 Coil
Stock Braided Plug Wires
Stock replacement oil pump
Please bear in mind I have not fired the motor yet so I don't know how all this will work out. Hopefully I'll end up with a little more HP then the stock 275 rating
Thread Starter
Melting Slicks
Joined: Jan 2006
Posts: 3,028
Likes: 2
From: North NJ
Holy crap, talk about eye candy, that thing is beautiful. Love the orange valve covers with the shiny stuff.
Very nice.
What paint did you use?
Did you include the hooker headers in your 6k? I beleive thats $1,200 right there if you did. (at least thats what i paid Jet Hot for them 2 yrs ago)
Looks like you have good stuff in that engine build.
Good luck, let us know how it sounds and runs.
Very nice.
What paint did you use?
Did you include the hooker headers in your 6k? I beleive thats $1,200 right there if you did. (at least thats what i paid Jet Hot for them 2 yrs ago)
Looks like you have good stuff in that engine build.
Good luck, let us know how it sounds and runs.
Drifting
Joined: Jul 2006
Posts: 1,871
Likes: 6
From: Sault Ste. Marie Ontario
The paint is POR-15 engine enamel (chevy orange of course!). I painted the block with a brush and sprayed the pan, valve covers and timing chain cover.
The headers were under a grand from Summit and are in the $6k
The headers were under a grand from Summit and are in the $6k
Burning Brakes
Joined: Jan 2005
Posts: 847
Likes: 1
From: spring branch texas
Here's some other options for you, I like the 550 urban motor.
http://www.ohiocrank.com/enginekits.html
http://www.ohiocrank.com/enginekits.html
Le Mans Master
Joined: Apr 2007
Posts: 7,353
Likes: 72
From: Graceland in a Not Correctly Restored Stingray
I'm going 112* with my solid roller. For a given cam, wider LSA will flatten out the torque curve and yield better manners on the street, including improved idle vacuum, but as I stated earlier can only help so much. Narrower LSA will increase peak power and torrque, but it will be concentrated in a narrower portion of your overall curve. With all the magazine hype, it's all too easy to get caught up in building only for peak numbers.
Last edited by TheSkunkWorks; Aug 13, 2007 at 03:10 PM.
Burning Brakes
Joined: Feb 2006
Posts: 1,024
Likes: 1
From: AL
I'm going 112* with my solid roller. For a given cam, wider LSA will flatten out the torque curve and yield better manners on the street, including improved idle vacuum. Narrower LSA will increase peak power and torrque, but it will be concentrated in a narrower portion of your overall curve.
