Hi,
The number one thing key to compression is quench hieght being around .040.
so the block has to be milled if need be. Flat tops with a small chamber is
much better than big chambers and dooms. My pistons are the KB single groove
hyper flat tops. Second the aluminum allows more compression (or needs more
compression to make up for lost thermal efficancy...depending on how you
look at it) and the longer rods are suppose to help too.
I have had these same heads on a couple different engines and have used two
different sets of headers and even ported cast manifolds and have not had a
problem with the angle plugs, although a couple are kinda close on their
present combo.
I have also ran a Holley Street Dominator II dual plane (patterned after
the LT-1 from early 70's) with them and the Torker breathes much better, or
at least doesn't lose bottom end. I know current vogue is dual planes, an
open plan (conservitivly sized) is going to run better numbers.
Not sure what my curve is but I have always believed that a more efficiant
engine won't need alot of advance. I run the best pump gas I can get
locally.
The Edlebrock heads are also a good choice but why go with heavy hydraulic
rollers? Seems like for the money a solid roller would make more power?
Gene
----- Original Message -----
From: "Clint Hooper" <[EMAIL PROTECTED]>
To: "The Chevelle Mailing List" <Chevelle-list@chevelles.net>
Sent: Thursday, June 02, 2005 9:22 PM
Subject: Re: [Chevelle-list] Vortec heads
I looked hard at a pair of L98 Vette heads for my car. However,they have
such small 58cc chambers that keeping the compression under control (and
the
attendant detonation problems) as well as their angle-plugs sometimes
requiring new headers,sent me off in another direction. A good dual plane
intake like an Edelbrock Performer RPM/AirGap or Weiand Stealth will make
a
bunch more low & midrange torque than a Torker II and will probably
outpower
it on top end,too. What kind of advance curve and fuel do you run in that
383,Gene? Any problems keeping it from rattling on pump gas? What gearing
are you running?
I'm trying to buy a pair of mildly-reworked Edelbrock Performer RPM heads
and a LPE hydraulic roller set-up for my 350 now.
Clint Hooper
H&H Custom,owner
1969 El Camino ProTourer
2001 H-D FLHR custom bagger
http://dalesplace.com/misc/friends/clint/clint_hooper.htm
----- Original Message -----
From: "Gene's General Restoration Parts" <[EMAIL PROTECTED]>
Hi,
I have always heard that big valves really only help over 6000 RPM or
so,
if this is a street engine and the old valves are still servicable I
would
stick to them. Spend the money in other areas. A fast responding engine
is
better on the street.
My 383 is running the early 90's vette aluminum heads with the stock
valves
and it runs great. Of course compression on the high end of 11:1 (keep
that
quench hieght tight!) helps along with six inch rods. The vette heads are
nice because they will take a regular intake, and for my money a Torker 2
and a dialed in Carter AFB is better than a dual plane any day.
I am planning my next 388 (.060 over block) around 5.7 rods and vortec's
which will be small valved with .100 longer stems for added lift
capability.
It won't be as built as the aluminum head engine, so if it puts out 400
HP
I
will be happy with it, dual plane and all...
Just my 2 cents...
Gene
