New "Vintage" Trick Flow heads
10-23-2017, 08:36 AM
#21
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10-23-2017, 01:59 PM
#22
Melting Slicks
What is the need for longer pushrods and spark plugs?
10-23-2017, 04:49 PM
#24
Le Mans Master
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On most aftermarket aluminum heads, the rocker arm stud pad is about an 1/8" higher than stock. So, your stock SBC pushrods of 7.8" for example would be too short and affect the geometry of the rockerarm. A pushrod length checking tool ($15) will determine the custom length to order by applying some dye on the valvestem tip and noting the wear mark left by the rocker.
The sparkplug hole is deeper / thicker so 3/4" reach plugs are in order to reach the combustion chamber.
Don't get me wrong, I love aluminum heads but their prices are misleading when all is said and done. You will also need special ARP headbolts w/ washers so as not to gouge the aluminum and to apply even torque. You also need special headgasket to mate aluminum to cast iron block and so forth.
The sparkplug hole is deeper / thicker so 3/4" reach plugs are in order to reach the combustion chamber.
Don't get me wrong, I love aluminum heads but their prices are misleading when all is said and done. You will also need special ARP headbolts w/ washers so as not to gouge the aluminum and to apply even torque. You also need special headgasket to mate aluminum to cast iron block and so forth.
Last edited by HeadsU.P.; 10-23-2017 at 04:57 PM.
10-24-2017, 10:24 AM
#25
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10-25-2017, 10:10 AM
#28
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Folks, we want to share some of our initial dyno testing on these heads. This was on a Chevrolet Performance 350/290 horsepower shortblock, the DHC 175 heads, and our street burner dual-plane.
The original crate engine has some pretty sorrowful 8.1:1 compression with 76cc heads. Putting the 60cc chambers on bumped that up to 9.6:1. Two cams were used.
The Summit SUM-1105 hydraulic flat tappet is a 224/234 duration, 114 Lobe Separation, and .466/.487 lift cam. This is comparable to the L79 cam at 221 degrees of duration, 114 L/S and .447 lift. Also comparable to the L46 cam at 222 degrees, 114 L/S and .450/.460 lift. It produced 398 horsepower and 388 ft./lbs. of torque.
Next up was the TFS-31402001. This is a hydraulic roller with 230/234 Duration, 110 Lobe Separation. .528/.539 lift. With this cam, the engine produced 430 horsepower and 400 ft./lbs.
Both cams, compression, and short block are pretty mild, durable and very comparable to what most people have. There are some dyno tests for the 350/290 factory crate engine with a similar cam produces. For now, here's a quick testing video.
The original crate engine has some pretty sorrowful 8.1:1 compression with 76cc heads. Putting the 60cc chambers on bumped that up to 9.6:1. Two cams were used.
The Summit SUM-1105 hydraulic flat tappet is a 224/234 duration, 114 Lobe Separation, and .466/.487 lift cam. This is comparable to the L79 cam at 221 degrees of duration, 114 L/S and .447 lift. Also comparable to the L46 cam at 222 degrees, 114 L/S and .450/.460 lift. It produced 398 horsepower and 388 ft./lbs. of torque.
Next up was the TFS-31402001. This is a hydraulic roller with 230/234 Duration, 110 Lobe Separation. .528/.539 lift. With this cam, the engine produced 430 horsepower and 400 ft./lbs.
Both cams, compression, and short block are pretty mild, durable and very comparable to what most people have. There are some dyno tests for the 350/290 factory crate engine with a similar cam produces. For now, here's a quick testing video.
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10-25-2017, 10:24 AM
#29
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St. Jude Donor '05
Excelent!! Was half hoping a ZZ4 shorty with a sft to mimic a LT1 do like what you put up those are real life driver builds...plenty strong for a 350,,do like the hft build that is realistic and budget friendly
Last edited by cv67; 10-25-2017 at 10:34 AM.
