I'm sorry if I overreacted, I know Billla and 63mako are grown-ups who can settle their differences like grown-ups.

So, efather, you got those heads off yet???


Scott

 

Actually Ijust worked on getting the calpers rebuilt and back on the car. Then I had to pick up the next car that is going to be int he wings waiting its turn in the sun .

i am actually going to go tomorrow to get th engine stand to easier access then start the process.

 

Make sure you get a 4-wheel stand

 

Scott

 

yeah I plan on that. odd thing was a few years back I had one here at the house I had from the father-in-law from his tools after his passing, but I had no inclination I would be doing this type of stuff. has always been, "think it be fun to restore... but..."

 

Thought I would clarify my recommendation for conventional aftermarket heads vs vortec, tight quench and a roller cam.

Heads:

They will allow you to use your existing intake, carb, vacumn lines and linkage.
They will allow more lift. Lift is limited with stock vortec heads to around .450.
Aluminum heads allow more DCR. This is really important on a build with less than optimal gearing. You can use a smaller cam with a lower operating range with the same static compression giving you better performance in the RPM range you need it with your gearing.
The Dart heads I recommended have better flow numbers than stock vortec heads and correct port size for the build.
Weight savings.

Cam:

A roller will give you more HP and torque across the board.
Better street manners with a given duration @ .050.
You can use oil that is available anywhere.
Less chance of wiping a lobe or catastophic failure.

Tight quench:

Allows more DCR without detonation issues = cam can be smaller duration to better work with your gearing.
Better flame travel = more complete combustion = more power

Recomendation would change if rebuid specs are not stock configuration so after measurements repost updated info.

 

Couple of quick thoughts - no real pushback on the rest

Lift is only useful if the head will flow at that lift.

Vortecs outflow the Dart SHP 180s, if you accept the information posted here for the Dart heads http://forums.corvetteforum.com/1579645889-post14.html and commonly posted (Stan Weiss, for example) flow numbers for the Vortecs. And the port size is smaller, around 170cc. Best head is one that produces the flow needed with the smallest port size.

Both good choices, just wanted to call out a couple of items

 

Some tests show more flow on the vortec heads but the majority of the 170 CC port vortec heads tested flow the about the same or less on the intake side and noticably less on the exhaust side @ .400-.500 lift according to this.

http://www.users.interport.net/s/r/s...ehdc.htm#Chevy

The larger port and ported vortec heads do flow better. I feel that for a 350 HP 350 a 180 CC intake port is not to big so that is an option in a vortec head.
That said the aluminum head as I stated in my post, has a few other advantages over an Iron head. I/E ratio is very important also. What goes in has to come out and the dart head listed has the edge there across the board. The new LS heads are running about an 80% I/E ratio. AFR SBC heads are close to 80% I/E ratio. Better power in a street application with mufflers.
It depends on your budget, gearing, build specs and power expectation which is the better choice. He does already have an Edelbrock intake that fits conventional heads so a change to vortec heads will also cost him a set of valvecovers, intake and quite possibly rerouting vacumn lines and linkage. Probably a wash on price and an easier swap staying conventional.

 

I go with the better numbers based on a local SuperFlow test that agreed with those published numbers - but I agree sources differ.

Also agree that the I/E ratio is key performance indicator - 75% has always been the benchmark I've used where the budget will support it.

I look forward to seeing the final results for this top - I'm sure it'll be great regardless of the pieces selected!

 

Me too.

 

I have been hampered by room in the garage at the moment, but gonna try to get those measurements in a day or so.

Is there anything I need to think about doing to the TH400 also? (if change out is not an option)

 

I have been crazy busy trying to get the front ready to be re-bonded, but now since I have to wait for primer, bonding agent etc to dry I have finally had time to take the heads off and take the measurements.

I took lots of measurements with the pistons at the top of their travel, and they are .023-.027 down into the hole. This was tough to do, but this seams to be the meassurements.

the Diameter of the bores are 4.021-4.022

 

going with the recommendations previously, how would the performance be with a 200-R4? would I gain much with the 3.08 gears, new heads etc with that tranny?

Also is there any concern with headers that I need to concider, I tend to rememeber hearing that vortec heads have a different angle so I will have to pay attention to that when I get the headers for the future sidepipes

 

I cannot comment on the 200-R4 but you will have to be careful with what headers you chose depending on what heads you have. I'm pretty new to all of this but I've been reading A LOT and am also looking forward to a set of headers and side pipe. I've learned that my options will be limited depending on what heads I end up with. My plan is to go with a ZZ4 crate and a comp cam / spring package to bump the power/torque into the 400+ range and the ZZ4 heads are angle plug heads. This means I have to find headers that will work specifically with Angle plugs. Just make sure your headers can accommodate the heads (Hookers header / side pipe package for example do not work with angle plug heads). I am sure (and hopefully others will chime in here) that there are many other important considerations regarding performance, but simply regarding fitment, that is a biggie.

 

The vortec heads are just like any standard SBC head when it comes to the exhaust and spark plugs, it's the intake ports and intake manifold that are different. If you go with vortec heads, you don't need to worry about the exhaust. Hope this helps.


Scott

 

So it seems like an undecked block with a .020 overbore. What pistons? Flat top with valve reliefs? dish? flat tops with trough? Picture or maybe a part number on top of piston would be good.

 

My angle plug AFR heads worked perfect with hooker sidepipe headers.

 

We'll that is good to know, I was taking that info direct from the Jegs website and tech info on the hooker headers / sidepipes. It specifically says "does not work with angle plug heads". Guess you can't believe everything you read! Is it possible that some heads have a steeper plug angles and some may not fit properly?? Nice looking motor BTW

 

Surely the aftermarket vortec heads have screw in studs just like the 180 runner over the counter chevy bowtie vortec heads have.

 

Yes, I have read that too. Possibly some do have a steeper angle but if you look at the pictures straight plug heads look like they would interfere more. ?????