73-87chevytrucks.com
73-87 Chevy _ GMC Trucks => Performance => Topic started by: hogwild on September 11, 2009, 10:31:36 pm
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i can get a set of dart iron eagles,200 cc intake runners,64 cc chambers,2.02-160 valves, are these to much head for a 355 in a truck? i can get them cheap but dont want to waist money if they are to big.
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Nope, good deal if they're cheap get em
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400 bucks complete with double springs ready to bolt on. will they make power down low or will they need to rev to the moon ?
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For another $200 bucks you can get a nice set of Edelbrock aluminum heads
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You will lose some low speed torque with a 200cc head on a street 350. Those are excellent heads for builds in the 500 hp range. Running 10:1 compression and premium fuel will make up some of your low speed loses. If it's too soft then run a bit more converter stall. At that price I'd probably go for it too; they are awesome heads. Just know that they likely won't be the optimal choice for your engine.
Now a 383 is a different story. They're perfect for 383's.
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another 200 for edelbrocks assembled and aluminum. cant see it not here in canada anyways,heads will go on a race only circle track truck does that change your opinion on low end
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heads will go on a race only circle track truck does that change your opinion on low end
Yes. Although 200cc intake ports still may not be the optimal size depending on your power goals.
But if your goals are in the 500 hp range, check this article out: http://www.stockcarracing.com/techarticles/scrp_0801_budget_racing_engine/index.html
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i was thinking about 425hp ,spinning to about 6500-6800 max. but what the heck 500 sounds good to me. wish he was more specific on what cam he used. i am also limited to a dual plane intake their goes the 500 hp.rules say i have to run dual plane intake and quadrijet carb will that bugger me for the dart heads?. thanks for the link good article
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500hp does get harder with a dual plane and a Q-jet. Do the rules specify that it must be a factory intake (probably)? If not, this one (http://www.summitracing.com/parts/EDL-7104/) could potentially squeak out 500 hp. If so, this book (http://www.amazon.com/How-Build-Horsepower-David-Vizard/dp/1884089143/ref=sr_1_4?ie=UTF8&s=books&qid=1252804080&sr=8-4) includes a small section on modifying factory Q-jet manifolds for performance.
If I had to guess at the cam specs I'd say it consisted of Comp Cams XE294 hyd roller lobes #3317 on a 108° LCA at 4° advance with 1.6:1 rockers.
293°/293° (@ .006) - 242°/242° (@ .050) - .576"/.576" (with 1.6:1 rockers) - 108° LCA - 4° adv.
David Vizard says the only way to spec a cam is to first find the optimal LCA then select duration that will achieve the desired overlap, not the other way around (as most do it). 350s, with most commonly used performance heads, tend to need a 108° LCA.
Read this: http://www.popularhotrodding.com/tech/0607phr_camshaft_basics/index.html
And this: http://www.popularhotrodding.com/tech/0710phr_small_block_engine_build/index.html
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does not require factory iron intake, just dp and q-jet, 10-1 cr, fl tappet cam
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Here's something I was trying to find for you earlier.
A study of port volumes and their effect on power:
http://www.gofastnews.com/board/technical-articles/1130-porting-school-7-power-port-volumes.html
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thanks again for the link good reading over thier. still on the fence about 200 cc heads but i will keep reading and se if my mind gets made up
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If you are going to spin it past 6000 RPM and it's going to be used for circle track racing where the revs are probably going to be kept above 3000 RPM pretty much all the time, then those heads should do you well. On a street truck, I'd say they might be a little large for a 355 but that's just my opinion and that's just considering a power band of any usefulness under 2500-3000.
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GET THEM!!!!
agree with low end loss.. (under 2000-2500)
im running dart iron eagles 215cc 2.05/2.6 under cut vlvs....cam 114*ls 234/244 .522/.544" wiht 1.6 rockers. rpm air gap manifold. 7500rpm is rather easy.. with a 750 carb. a 600cfm will let it go to 6300rpm pretty easy. im running ~9.5:1 c/r on 87
runnign a B&M 2400 holeshot with 4.1 and 33" tires works very well.. if i were to go all out race a 3000 stahl would be ideal.
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talked to dart today and they say these heads are a little big for my use they say 180 cc runners.man its hard to deside when i get so much conflicting info
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Picking cylinder heads is alot like deciding on the amount of overlap you want. Too little is alway better than too much, even in a race application. If you go with too large a head you are reducing port velocity to the point where fuel droplets fall out of the stream and the mixture quality becomes too poor to make good power. Also consider the fact that airflow gains are seen at increasingly higher lift points the higher you move up in port size. In other words, not only will velocity suffer, but you may not benefit at all from the added flow because it occurs at a point higher than the cam lift.
My suggestion is this. If these heads have basically fallen into your lap and you are on a tight budget, try to make them work by running as much compression as possible (which you would do under any circumstance since it is limited to 10:1) and using a milder cam. But if I were building a combination from scratch, I would use 180cc heads from RHS, Dart, or EQ since that size will support 450-475 hp in a 350 while maintaining port velocity. Your major limiting factors will be the compression, the dual plane intake, and lift available from a flat tappet cam.
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i agree they are on the "big" side..
or get them take the money you save and do this.
get a 3.75 crank and pistons
external balance 170.00 http://www.summitracing.com/parts/ESP-103503750/
internnal balance 270.00 http://www.summitracing.com/parts/ESP-10350375057I/
KB 135 18cc dish pistons pending on how far you block is deck you will be ~9.7-10:1
http://www.summitracing.com/parts/UEM-KB135-030/ for 275.00
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A 383 sounds great, but it sounds like he is building the engine for a class that would most likely restrict displacement.
If not, I agree whole heartedly. Go for the 383. The 200cc heads will be perfect in that senario.
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no 383 aloud or believe me it would be stroked
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what are the rules you got to work with?
IMO rules state what you cant do as HP requirments... not what you can do. ;)
IMO 7500-8000rpm isnt that high for a 355.
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bought the iron eagles today couldn't resist,rules are no strokers ,10.5-1 max compresion,no roller cams,550 max lift,dual plane intake can be alum,quad carb,headers. i think these heads are going to work the little bit of lost power on bottom end may not be a bad thing on a truck with limited traction,also i dont think it will see under 3000 much.let the engine building begin for next years motor,so far i have 60 over 350 with flat tops and a set of iron eagle heads 64 cc chamber what will comp be?. i welcome any input on this build ,keep in mind truck is not light even though it has been completely gutted
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If you have the block zero decked and use a FelPro Z1003 (.041" thick x 4.166" bore) head gasket and the flat tops have 7cc reliefs (that's assuming alot) you will have 10.21:1 with a true 64cc chamber. If you deck the head to 62cc you will have 10.45:1. Do have the block zero decked. Getting the quench distance in the .035"-.045" range will improve combustion efficiency and net you a bit more power. Some have gone tighter than .035", but you're on your own if you do that. At 7000 rpm you may get some piston to head contact.
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pistons have 2reliefs in each one, not four like some i have seen.block has been decked,