I totally agree with you....I am looking for replacement cast iron heads and having trouble finding any...... thanks

 

Seems yours an L82, if so, it has Flat Top pistons.
I asked previously but no answer. Again, Will you keep L82 cam ? And, is yours automatic or 4 speed ?
What's your budget for a PAIR of assembled cast IRON heads? Hard dollar figure please ?

Have you inquired at Your Local auto machine shops; ask if they have a pair that are orphaned ? Customer left them and has not picked them up? That happens routinely.

 

Yes, it's an L82, not swapping the cam and it's a 4 speed manual....have checked out numerous machine shops etc but no luck....not really wishing to use aluminum heads but will if I have to thanks

 

Again: what is your budget for a PAIR of assembled cast IRON heads? Hard dollar figure please ? NO, I have no heads for sale.

 

Pretty much ANY aluminum head will outperform any cast iron head you're gonna get. Smaller chamber than 76cc's too. It will make a really big difference in your performance.

 

58cc to 62cc will finally give that motor a little compression which it NEEDS.

 

I would have to disagree with the statement that "Pretty much ANY aluminum head will outperform any cast iron head". There are plenty of cast iron heads that make horsepower. The newer aluminum castings have a the benefit of being made more recently with better flowing capabilities and casting methods. The cast iron heads that were made back in the 1960's were pretty beefy but they did flow pretty well for the time.

I have a 427 that I built based on the L88 engines. I used original parts and copies for many items. I took my set of cast iron heads and had the ports and bowls cleaned up first and then we installed ALL brand new pieces from there. The heads I have are the Closed Chamber BB heads and they are better than many other heads of the time. The pistons in an L88 are huge and stick out above the engine block but fit perfectly with the shape of the combustion chamber.

The ONLY reason for me to switch to a set of aluminum cylinder heads would be to remove another couple hundred pounds off the front of the car. I would not be looking to gain much in the way of power as the cast iron heads work really well on my engine. With the higher than normal operating temperatures of a High Compression Engine I feel safer with the cast iron heads. I have seen temperatures that would distort the aluminum heads with no damage to the cast iron heads.

Cylinder heads can help make power, but remember they are only one component out of many that all have to work and mesh together to make a happy engine. I like the difference that the high compression makes, it is an awesome feeling to have the engine pulling as hard as it does through the L88 hood's intake. For me it will be a combination a good flowing heads and lots of compression.

 

This is SBC on a budget. If you work over a cast iron SBC you'll be more money in than a new aluminum head and still less flow and compression.
just getting the compression up alone would make a big improvement.

 

I have used Speedmaster stuff.....SBC, SBF and a Pontiac set......all three had a basic valve job but were sealed up and on the center of the margin......guide clearance, springs, cups, etc.....were all good......but ALL three had some of the worst out of the box ports I have ever seen.......all three heads required 6-8 hours per pair of cleanup and blending before I would even consider running them.......but all three ran VERY well afterward.....the Pontiac 406 was a monster......
The damn exhaust ports on the Ford had a freaking table top edge in the exhaust port for a short turn.....just terrible.....but a great port overall after blending.....
On a small block these days I cannot say enough good things about the DH175 Trick Flow head......just a nice piece and 250cfm @ .500 lift right where you want it......
My second choice is the Dart 180 Pro 1 Platinum......these need a little cleanup work but are a wicked street intake port......massive VE......

Lastly......you are not just going to throw 7.900 pushrods in it......they need to be mocked up with a light tension spring, head gasket, etc......and an adjustable pushrod checker......
Proper pushrod length is an often overlooked check.....and any engine with woreout guides on expensive heads had the wrong length pushrods in it........at 6000 the rocker is going up and down 50 times per second......proper pushrod length is critical for longevity....

64cc is the smallest chamber I know of for 350 heads.......most will mill them smaller by request.....58cc chambers are the MO for 305 performance heads......

Vortec heads are 58cc I believe......and a very viable option as well.....

Jebby

 

Seems:
GM Vortec 906 & 062 for 350 have chambers averaging 64-66cc
TFS DHC175 chambers average 60cc
TFS DHC200 chambers average 64cc

* but, so very true, most sbc/BBC motors don't need HV or HP oil pumps

 

You are correct....I must be thinking of the 305 Vortec too....

I checked my notes and yes, the TF DH175 has a 60cc chamber.....I used these on the 357ci build a few years back.....10.6:1 compression.....backed by a 5 speed....EX 12 second street car....69' Vette coupe.....
I must have smoked myself retarded as I am forgetting my numbers LOL....! Age!



Jebby

 

Also:
(P/N TFS-303310003)
TFS SUPER 23 175 chambers average 56cc

 

I have eyeballed these but never had a set in my hand.....the Super 23 has been around a while and would work on a 350 but has 1.940 intake valve to clear 305 bore.....
If you have a 305 and want to put heads on it.....look no further....

Jebby

 

The as cast ports is one reason I suggested the vevor/ flotex promax/summit heads..

 

We have disagreed in the past over things, but it was nice having you back.