Here we go again!
I now see your "ace in the hole" to argue your point always!
Not everybody has a dyno down the street.
How about time slips from where it matters, the "RACE TRACK".
You can have a 500 horse engine but if its in a 1 ton farm pickup your not going to be fast, so who cares what the dyno says?
If all a person is going to run is a 450 lift cam they might as well run a set of $300 heads off the machine shop shelf, instead of buying vortecs, self aligning rockers, valve covers and an intake.
If you want, I will look it all up and give a price run down.
And im not talking about yard sell parts you always seem to find billa.

 

No worries, Tim

The heads belong to wesmigletz
I had them flowed at QMP racing in Chatsworth Ca.
I flow at least 1 cyl after doing a set same as billa.


They were stock valved (have to double check the #..906???)Vortecs

Ive read people claiming they are in the 240cfm stock which is horse....

Ported with stock valves/pre valve job they went 240something 180ish if Im not mistaken 20+cfm gain. Not huge but youll only get somuch through a small valve. Id have to get the sheet to get real accurate info it was about 1 yr+ back. They usually have my stuff on a computer file, wes has the only sheet and hes deployed.

Now out of the box better than
Camel humps
L98/ZZ4 113
LT1

But looking for power/top end look for another head to use imo.

 

Anyone that does actual engine work is going to have a good relationship with their local shop, and given the amount of work I do that's certainly the case. It's clearly a benefit, and I'm lucky to have it.

Tim, I think what you're saying is that it doesn't matter how much power you make if it's not in a fast car, and the only place to do engine design is at the dragstrip. I'll disagree with both comments

Most street GEN I SBC flat-tappet builds are going to use cams right around .450 lift as it's the "sweet spot" for a very streetable engine that still makes outstanding power. The idea that a better head won't make use of that level of lift just doesn't make any sense as the more a head flows at a given lift, the more power it will make.

Tim, by all means - as an example please post your parts list for the "top" of L-48 that will make 1HP/CID using any combo you like and let's compare costs. That's a useful contribution

Turning to flow, cuisinartvette what was the configuration for the flow tests? Out-of-the box Vortecs have consistantly come in at the mid- to high- 230's intake with a clay radius. I generally estimate about 30% intake loss for a low-rise dual-plane like the Performer, which still means the heads can and do easily deliver 1 HP/CID at the flywheel. Lower numbers typically indicate that the heads were flowed with an intake tube, which replicates the intake loss to some extent - but this approach typically isn't used for published numbers as it's difficult to compare as there's no standard for the tube and it typically models at best a high-rise single-plane.

What I push back on is the continuing apples and oranges comparison here - the concept seems to be that folks are going to be disappointed with around 1HP/CID so Vortecs just aren't worth considering, which makes no sense to me as most folks have never felt 1HP/CID and once they do they're always pretty happy.

Again, they're not "swiss knife" heads that do everything well like AFR 195's - but they remain the very best value and performance for a moderate "top" and virtually every build targeting around 1 HP/CID.

Need to get out into the shop today to assemble some Chad Golen-ported aluminum LT1 heads; maybe I'll take my armchair out there to be comfortable ;-)

 

Fixture clayed in, no pipe on exh.

They were barely 220cfm stock.

 

Thanks; there are a lot of variables to the test process. I and many others have found other results, I don't think they're "complete hs...", but folks can do their homework

 

yea I figured that because anyone can sit in a chair in front of a computer all day and say how fast something is, but who cares about that? Its a car you drive so isn't that what counts?

See the way you word it there is noway to compare what you want.
Dollar for dollar if vortecs aren't enough power for someone in the first place why even start with them?
I would rather have something to build on that a stopping point like vortecs.
And I disagree with you that people start with a cam around 450 lift, maybe for mom's grocery getter/soccer van.
You can put a Comp Magnum 470/270 in an all stock engine and it will run just fine, been there done that!

 

Gosh, Tim - I'm asking you to do exactly what you said you'd do. But clearly you just can't.

Isn't a CompCams Magnum 270 "around" .450 lift? Are you really getting pissy over .020? By the way - awful cam for stock heads, as it's single pattern whereas most stock heads have relatively poor exhaust flow...so most modern GEN I SBC cams are dual-pattern to add exhaust lift and duration to offset the limitations and improve the I/E ratio.

What cam are you running, Tim?

 

No 470 is not close to 450 don't try to close the dispute gap.
What do I run? A Comp Cams of course, and yes I have the spec card.
It was in the rear compartment when I bought the car, no I didn't put the cam in it the previous owner did when the engine was rebuilt, he is a stockcar driver so thats why the strange numbers and kind of mild for my taste but the headlights work good with it.
Manufacturer's Part Number 12-322-4
Product Line COMP Cams Specialty Camshafts

Cam Style Hydraulic flat tappet
Duration at 050 inch Lift 228 int./236 exh.
Advertised Intake Duration 276
Advertised Exhaust Duration 284
Advertised Duration 276 int./284 exh.
Valve Lift with Factory Rocker Arm Ratio 0.474 int./0.474 exh.
Lobe Separation (degrees) 110
Grind Number CS 276AH-10

 

I think a Weiand Team G 7530 will fit, I looked into this a while back. I don't know about dual planes.

 

Thats nice, an intake that completely outflows the head, and would be useless for a build these heads are designed for.

 

I think you're confusing GEN III "cathedral" and GEN IV more standard port heads. The vortec runners are just a standard runner in a standard location.

Any GEN I SBC intake will match up the ports - dual-plane for sure.

 

You asked what fit with no other specifications, I gave you an intake that fits. This intake is the lower of the Team G and has a smaller plenum it is not as tall as a Vic Jr. I was told it would work on a milder build.