I have a set of ported 441 heads on a crossfire engine and plan to install a crane 2040 cam. plan to add headers and matching springs. Does anyone know if this will out perform the stock L83 and if so, by how much?

 

I don't know anything about those heads, but since they are already on there, it must be the cam you want to know about. The Crane book reccommends 3.73 or lower gears. The basic rpm range for that cam is 2000 - 5000 rpms. Your stock intake manifold and throttle bodies won't supply enough air to support any kind of reasonable hower at the higher end of that rpm range. If you port your manifold and bore your TBs, this could end up being a nice cam. Otherwise, you will be sacrificing some lower end torque, through the cam timing, that the induction system won't allow to be gained back at the upper rpms that the cam is designed for. Good luck, and...

RACE ON!!!

 

Do you think the intake can be ported enough to make that kind of difference?

 

No, I don't think it can. I KNOW it can! My home porting of my manifold reduced my 1/4 mile times by MORE than a half second. My Crossfire will run 13s at sea level, and it has never had a head off. Except for the intake, the engine is untouched since the General assembled it 20 years age. It has 160,000 miles on it and it keeps going faster. Good luck, and...

RACE ON!!!

 

That's excellent, what all did you cut on your intake? Did you get your info. on the portwork from the crossfire forum, tech. section? or some other source.

Thanks you very much for your replies, it has given me new inspiration!

Mike

 

Just a quick note on rpms, with my porting. I spent a good share of the summer shifting at 6000 rpms. 6200, even. I have since dropped my shift points to 57-5800 rpms for the 1-2 shift and 54-5500 for the 2-3 shift. Factory installed cam. My porting info is mostly intuition. I have looked at those various sources and found them wanting. Where most people stopped, I was just getting started. I have a 3 pound coffee can close to full of grindings. That doesn't count the stuff that got away. It also doesn't count the chunks from the initial cuts I made with a cut off wheel to get a rough start. My EGR channel is fully intact so that didn't contribute to the coffee can. I spent many, many, hours with an air power die grinder. *I* consider it a sucess. Good luck with yours, and...

RACE ON!!!

 

I had the 441 heads on an old Camaro I used to own. They're considered one of the better factory heads. I did some minor porting, used a very mild cam (214/224), small headers, performer intake and 600 CFM carb. Engine ran really nice and dynoed 235 rwhp on a mustang dyno, which makes a little over 300 hp at the flywheel. Not bad for a budget build that drove like a stocker.

 

It looks like the 441 heads are out, one was a 441 and the other something else.
I'm now looking at a set of Darts, 180 cc intake runners. But I am waiting to see the pistons to decide on what chamber size to order. For the price, these seem like a great deal. Is anyone here familiar with the Crane 2040 Grind cam? If so what do you think of this combo on a ported crossfire intake?

Thanks Mike

 

See my previous posts, above.

If your engine has the stock components, now, it has flat top, forged pistons, with a valve clearence trough, rather than the common twin eyebrows. The factory heads are rated at 76 ccs, resulting in a 9.0:1 compression ratio. You haven't indicated doing any work to the short block, other than the cam, so you should have enough info to figure what cc heads to order. Good luck, and...

RACE ON!!!

 

When I bought the car, I was told that it was running 10.5 to 1 compression. I was also told that it had new TRW forged pistons. I know that the 84's came with forged pistons but didn't know at the time to ask any more specifics about the heads. Therefore I'm not sure how the compression was achieved. Compresson tested at between 190 and 205 on the good cylinders. A few cam lobes seem to be wiped. A leak down test came out ok.
In the process I discovered the mismatched heads. To correct all, I'm looking at:

- Dart 180 cc heads, chamber undecided.
- Headers, eliminate air pump assy & tubing.
- Port the intake, any tips would be appreciated.
- Gut the cat, Done.
- Flowmaster mufflers, Done.
- Bore throttle bodies, maybe, not sure if needed.
- 1985 Fuel pump, Done.
- Crane 2040 cam, possibly, I do like the low end grunt, but want to increase
power in the upper RPM range if possible.
- K & N air filter, Done.
I know the intake will be a limiting factor. I don't want to lose the
driveability that the XRam does. No water jackets, so very slow warm up.
Unless I went with an after market fuel injection kit, too expensive right
now, I'll probably do the best I can with the crossfire intake.

Anyway, this is the way I'm leaning right now. If you think I'm making mistakes, please let me know. Thank you for your replies!

Sincerely, Mike.

 

Ignore my previous post.1.) - Decent choice.
2.) - Headers, good. AIR pump and plumbing, good to clean up the engine compartment and lose a few pounds. Very negligable power gain.
3.) - A MUST!
4.) - OK.
5.) - Good.
6.) - Bored TBs showed no gain on my initial set up, but with those heads, cam, and headers, I think it will be necessary.
7.) - No power gain, but OK.
8.) - This or something similar is a good choice. You canot increase higher rpm power with a cam, if the induction system can't feed it.
9.) - No power increase, but it'll be cheaper in the long run.

This sounds like a good solid plan for a Crossfire manifold. For much more power you will have to ditch the Crossfire. A better injection system, down the road, would be the best way to go. And I don't mean a TPI. Good luck, and...

RACE ON!!!