1986 iron head l98 corvette valve spring question

Jeremyd0813

Active Member
Picked up A crane 114132 cam for my iron head vette (seen multiple good things with with cam on almost stock engine) and seen a post by grumpy saying works really well with 1.6 rockers so I'm changing out my springs and everything to what crane recommends but going to the 1.6rr with the stock heads will there be any issues with lift or anything with the springs being stock height and also stock valve covers? Thanks in advance for any input on this.
 
that crane 114132 cam is a very popular upgrade on many lower hp, nearly stock SBC engines, obviously you'll ,
want to verify clearances any time you swap valve train components but generally,
you'll have Zero clearance issues in a stock engine,
I have too point out all O.E.M. heads on the corvette and all other SBC engines are pathetically restrictive compared to aftermarket heads available
, while the cam upgrade could and most likely will result in an additional 20-30 horsepower,
better flowing heads and intakes could boost the result to 45 hp-60hp more than the cam swap, alone might provide, and certainly a low restriction exhaust system and effective scavenging headers help raise efficiency
crane114132.jpg

related info, reading the linked info will help avoid problem

http://garage.grumpysperformance.com/index.php?threads/checking-piston-to-valve-clearances.399/

http://garage.grumpysperformance.com/index.php?threads/valve-train-clearances-and-problems.528/

http://garage.grumpysperformance.co...e-springs-and-setting-up-the-valve-train.181/

http://garage.grumpysperformance.co...swap-in-1-6-1-ratio-rockers.10671/#post-46039

http://garage.grumpysperformance.co...to-fit-roller-rockers-and-stud-girdles.12208/

http://garage.grumpysperformance.co...rocker-ratios-and-the-effects.126/#post-37621

http://garage.grumpysperformance.co...o-rockers-and-the-pushrods-rub.198/#post-3033

http://garage.grumpysperformance.co...-rocker-ratios-and-the-effects.126/#post-1193

http://garage.grumpysperformance.co...rdering-correct-custom-length-pushrods.14241/

heads
read this
https://www.hotrod.com/articles/ccrp-1209-eight-budget-sbc-head-shootout/


http://garage.grumpysperformance.com/index.php?threads/porting-can-help.462/page-3#post-78551

http://garage.grumpysperformance.com/index.php?threads/sellecting-cylinder-heads.796/

https://www.hotrod.com/articles/ccrp-1209-eight-budget-sbc-head-shootout/

http://garage.grumpysperformance.com/index.php?threads/ideal-tpi-build.12203/#post-59272
 
Last edited:
Picked up A crane 114132 cam for my iron head vette (seen multiple good things with with cam on almost stock engine) and seen a post by grumpy saying works really well with 1.6 rockers so I'm changing out my springs and everything to what crane recommends but going to the 1.6rr with the stock heads will there be any issues with lift or anything with the springs being stock height and also stock valve covers? Thanks in advance for any input on this.
You will need to run Valvecover spacers and or remove the PCV Baffle likely for Roller Rockers.

Roller Rockers will set off the knock sensor .
Regard ignition timing.
Must Tune shut the knock sensor off.
Must purchase Moates OBD1 software.
I don't consider any TPI engine race.
Wondeful street engine.
I would use Grumpy Cam by Crane and with stock Rocker Arms. No issues.
Drive.
 
Thankyou both for your reply, and exhaust is good have a magna flow car back and picked up a set of great condition used tpis headers and y pipe and in the future ( year or so if I decide to do it) was looking at the first fuel injection intake cause like that has a stockish look to it but if go that route would change heads as well....car just sits in garage and daily is a modded lb7 duramax so not looking for tons of power with the car just alittle increase and sound nice. Again thank you both.
 
for the effort and cash spent on that mild cam and a set of 1.6:1 ratio roller rockers ,
you could reasonably expect a noticeable boost in power , and Most people feel it was worth the cash and time.
its certainly not going to change the cars engine into a loping & rumbling monster by any stretch,
but it will increase the engines power when you go too pass or get on the express way on ramp.
pictures of your car would be nice?
and certainly I'd like you to post / take several clear pictures of the cam upgrade process, if you go that route
sun-cp7827_w.jpg

If the valve springs are to be removed with the heads still on the car,

the last thing you want is too remove a valve spring and have the valve to drop into the cylinder,
if you use air the crank tends to want to spin the crank to BDC, youll want to verify TDC ,
and make sure the flywheels temporarily prevented from turning from that the TDC position,
Ive used both methods both work,you can put 6 ft of rope in the cylinder while its in BDC then turn it to TDC, Ive used both with zero issues,
If you use the compressor youll want to keep it at 120 psi and constantly feeding pressurized air to keep the valves held in place,
and theres a small chance the compressor pushes enough moisture to allow water to accumulate in the cylinders,
so be sure you spin the engine with the starter with the spark plugs removed several times before you re-install plugs.
if you use the rope, theres a very low chance that the rope will tangle and form a knot that makes removal difficult,
in either case be sure the pistons locked at tdc,
before removing the valve springs, on each cylinder.

http://garage.grumpysperformance.com/index.php?threads/wrong-rocker.13987/#post-71250
 
Last edited:
So ended up doing that cam, comp 1.6rr and rest of valvetrain crane (and just got 3/8 valve cover spacers and fit without hitting), long tube headers, dei coil and module, ported base, runners, upper intake manifold, deleted 9th injector, delete egr and smog and cleaned up the wire harness so connectors not everywhere, pcm of nc did the tune (sending them datalog this week), and will put some pics up...did it late at night when everyone was sleeping so didn't take a ton of pics. Not sure then increase (if u have a ball park let me know, just curious) but its seems alot nicer to drive, especially noticable in midrange compared to how it was. Probably over winter change heads atleast.
 
yes posting pictures and especially if you want to maximize the cars power and drive-ability,
swapping to better flowing heads, that flow in the 250cfm or better at .500 lift, would both be a great idea,
upgrading decent decent heads could rather easily boost power by 50 plus hp

reading linked info can save you a great deal of wasted time and cash:D
https://www.hotrod.com/articles/ccrp-1209-eight-budget-sbc-head-shootout/

http://www.superchevy.com/how-to/engines-drivetrain/sucp-0705-budget-chevy-cylinder-heads/

http://garage.grumpysperformance.co...-corvette-l98-heads-any-good.5521/#post-16619

http://garage.grumpysperformance.co...ose-first-sbc-heads-you-buy.10910/#post-47875

http://garage.grumpysperformance.co...rger-intake-runners-l98-tpi.13785/#post-70716

http://garage.grumpysperformance.com/index.php?threads/crossfire-sleeper.12732/page-2#post-69838

http://garage.grumpysperformance.com/index.php?threads/ideal-tpi-build.12203/#post-59274

http://garage.grumpysperformance.co...ed-up-fuelie-heads-for-cheap.2099/#post-50526

http://garage.grumpysperformance.com/index.php?threads/a-well-designed-c4-exhaust.786/#post-46459

http://garage.grumpysperformance.co...u-buy-bare-or-assembled-heads.534/#post-29038

Stock out of box 461x heads 1.940/1.500
but with very light 3-angle valve job
tested on SF-600 FlowBench
Flow tested at 28" on 4.000 Bore fixture
Lift----Intake----Exhaust
.200---- 99.6-----88.0
.300----155.2-----124.3
.400----189.0-----141.9
.450----190.6----------
.500----190.6-----142.2
.550----192.0----------
.600----192.6-----146.4
*** Short exhaust pipe on exhaust ports


Maxed out porting job, unwelded, 461 X SBC
no epoxy , with 2.055/1.600 valves
tested on SF-600 FlowBench
Flow tested at 28" on 4.000 Bore Fixture

Lift----Intake----Exhaust
.200----131.1-----116.1
.300----187.7-----152.7
.400----230.0-----193.9
.450----243.3----------
.500----259.7-----212.5
.550----266.5----------
.600----273.2-----245.1
.650----278.0----------
.700----282.0-----253.3
.750----283.6----------
***Short exhaust pipe on exhaust ports

Basically this was the sort of Flow
we were getting for C/ED dragster 316 cid
a very long time ago
Note: if ditch near spark plug, between
area around both valves to plug
is welded up ,...then another 4 to 8 cfm
is gained on Intake flow (461 X SBC)
if you also wanted to start welding the entire
chamber floor lowering CCs and increasing
short turn radius on 461x ,
and welding up intake port's roof
water jacket solid .... then it was
worth another 4 to 8 cfm gains .
so some of the very best WELDED up
461x heads were approx 299 cfm @ 28 inches

==========================================
Stock out of box 034 Cast-Iron Bowtie heads
with factory valve job and 2.020/1.600
Tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----117.9----107.9
.300----169.5----123.8
.400----205.0----146.2
.500----216.6----146.6
.550----228.3---------
.600----222.1----148.8
.650----215.8---------
.700----216.8----148.8
.750----217.8---------
***with pipe on exhaust ports


Cast-Iron Chevy Bowtie heads #034 castings
with 2.085/1.580 valves
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----127.7-----104.6
.300----189.2-----158.8
.400----238.5-----204.0
.450----256.6----------
.500----271.0-----216.0
.550----281.5----------
.600----288.6-----218.6
.650----293.3----------
.700----298.4-----221.1
.750----304.3
.800----308.3
.850----311.4
***with pipe on exhaust ports
all out porting but no epoxy or welding


Brodix Track 1 SBC with Manley 2.080/1.600
Best CNC porting ..by Weld Tech
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----125.5-----120.4
.300----189.8-----153.7
.400----245.8-----190.1
.450----269.7----------
.500----286.7-----228.3
.550----295.1----------
.600----294.7-----244.7
.650----301.4----------
.700----301.4-----252.0
.750----300.3----------
***with pipe on exhaust ports

-----------------------------------------
Cast-Iron Chevy Vortec heads #10239906
1.940/1.500 OEM valve job and shape
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----121.4-----98.2
.300----179.4-----123.8
.400----219.2-----137.5
.450----230.6----------
.500----220.8-----146.0
.550----221.6----------
.600----223.1-----151.9
.650----224.7----------
*** No-Pipe attached , bare exhaust ports


--------------------------------------------
Cast-Iron Chevy Vortec heads #10239906
Manley 2.055/1.600 valves
2nd Level porting , not yet all out
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----143.9-----119.5
.300----192.2-----169.9
.400----235.7-----195.5
.450----252.3----------
.500----264.1-----207.0
.550----258.6----------
.600----265.1-----212.6
.650----271.0----------
.700----271.1-----215.6
.750----272.0----------
***No-Pipe attached , bare exhaust ports


-------------------------------------------
Chevy Fast Burn heads with Manley 2.125/1.600
1st Level full porting job, not yet all out
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----134.4
.300----190.0
.400----235.5
.450----254.3
.500----270.4
.550----277.9
.600----270.0
.650----275.0
.700----277.5
.750----279.5
.800----279.5
****No flow numbers available on exhaust
were lost on computer's harddrive !!!
-----------------------------------------


GM Chevy LT-1 aluminum heads 2.055/1.600
1st Level porting
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----138.4----115.3
.300----193.2----154.5
.400----235.7----182.5
.450----250.3---------
.500----261.2----193.2
.550----259.2---------
.600----260.2----200.6
.650----262.2---------
.700----262.2----205.7
.750----263.1---------
.800----264.1---------
***No-Pipe attached , bare exhaust ports
.600" Lift with Pipe flowed = 223.6 cfm

-------------------------------------------
Dart Pro 1 Aluminum 215 CC ports
out of box shape as shipped by Dart
2.055 valve on 2.020 seat lapline
1.600 valve on exhaust
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----128.5----115.3
.300----181.3----148.5
.400----226.3----178.4
.450----243.4---------
.500----257.0----192.1
.550----268.1---------
.600----271.2----198.5
.650----262.2---------
.700----266.1----201.1
.750----266.1---------
.800----261.2----203.2
.850----257.2---------
***No-Pipe attached, bare exhaust ports

------------------------------------------
Dart Pro 1 Aluminum 215 CC ports
2nd Level porting
2.125/1.600 valve combo
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----147.8----111.4
.300----208.0----167.3
.400----251.5----198.9
.450----269.4---------
.500----284.6----214.3
.550----295.3---------
.600----299.6----220.3
.650----304.3---------
.700----308.3----224.1
.750----309.5---------
.800----309.5----227.3
.850----310.3---------
.900----309.9---------
***No-Pipe attached, bare exhaust ports

--------------------------------------------

Dart Pro 1 Aluminum 230 CC ports
out of box shape as shipped by Dart
2.055 / 1.600 Manley valves combo
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----123.0-----117.4
.300----179.4-----147.7
.400----223.1-----175.0
.450----241.7----------
.500----257.0-----193.2
.550----269.6----------
.600----278.7-----193.2
.650----270.4----------
.700----267.3-----204.9
.750----268.1----------
.800----265.7-----208.1
***No-Pipe attached, bare exhaust ports
-----------------------------------------

#492 SBC cast-iron castings (Old LT-1 heads)
Stock out of box factory shape
with 2.020/1.600 valves
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----115.2-----105.4
.300----165.2-----132.5
.400----195.6-----138.5
.450----202.3----------
.500----208.9-----143.0
.550----208.1----------
.600----207.3-----146.6
.650----208.7----------
.700----210.1-----146.6
***with pipe on exhaust ports

---------------------------------------------
World Products - Dart SBC Cast-Iron heads
stock out of box shape and valve job
( as produced for sale in Aug 1988 )
these were some old flow test numbers
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----127.5-----107.9
.300----180.7-----136.8
.400----208.9-----145.8
.450----219.4----------
.500----220.4-----150.5
.550----226.8----------
.600----233.3-----154.4
.650----236.7----------
.700----238.3-----155.7
***with pipe on exhaust ports
--------------------------------------------
TrickFlow aluminum SBC heads with 2.020/1.600
out of box shape and valve job, as shipped
Flow tested on SF-600 FlowBench
Flow tested at 28" on 4.000" Bore Fixture

Lift----Intake----Exhaust
.200----139.9-----100.3
.300----200.1-----133.2
.400----234.6-----155.8
.450----238.5----------
.500----237.7-----174.2
.550----238.1----------
.600----237.5-----183.5
.650----236.9----------
.700----238.9-----189.9
***No-Pipe attached, bare exhaust ports
at .700" Lift Exhaust flows =208.7 CFM @ 28
with short pipe attached to heads
-----------------------------------

------------------
MaxRace Software
Meaux Racing Heads
ET_Analyst for DragRacers
Support Israel - Gen 12:3
 
Last edited:

Attachments

  • 20180723_163542.jpg
    20180723_163542.jpg
    207.6 KB · Views: 105
  • 20180723_205618.jpg
    20180723_205618.jpg
    212.9 KB · Views: 5
  • 20180723_225430.jpg
    20180723_225430.jpg
    228.9 KB · Views: 5
  • 20180725_010310.jpg
    20180725_010310.jpg
    193 KB · Views: 6
  • 20180727_220423.jpg
    20180727_220423.jpg
    218.8 KB · Views: 5
  • 20180725_010116.jpg
    20180725_010116.jpg
    200 KB · Views: 6
  • 20180727_235735.jpg
    20180727_235735.jpg
    94.4 KB · Views: 6
  • 20180729_131746.jpg
    20180729_131746.jpg
    157.3 KB · Views: 104
  • 20180723_234651.jpg
    20180723_234651.jpg
    126.5 KB · Views: 6
  • 20180802_233106.jpg
    20180802_233106.jpg
    123.3 KB · Views: 6
Last edited by a moderator:
The block off plates for 9th injector and egr were really nice peices

index.php

index.php

index.php
 

Attachments

  • 20180729_133842.jpg
    20180729_133842.jpg
    201.6 KB · Views: 103
  • 20180731_204300.jpg
    20180731_204300.jpg
    139.4 KB · Views: 99
  • 20180801_183246.jpg
    20180801_183246.jpg
    118.6 KB · Views: 4
  • 20180802_172347.jpg
    20180802_172347.jpg
    134.8 KB · Views: 4
  • 20180801_223332.jpg
    20180801_223332.jpg
    158.8 KB · Views: 4
  • 20180802_201231.jpg
    20180802_201231.jpg
    165.9 KB · Views: 3
  • 20180809_202133.jpg
    20180809_202133.jpg
    115.5 KB · Views: 4
  • 20180806_162016.jpg
    20180806_162016.jpg
    124.2 KB · Views: 3
  • 20180814_171722.jpg
    20180814_171722.jpg
    309.7 KB · Views: 108
Last edited by a moderator:
Even with taking the drip tabs off of valve cover still touched alittle so put 3/8 billet spacers on and still retained oem valve covers..
 
Said and done with the headers on

index.php
 

Attachments

  • 20180904_185030.jpg
    20180904_185030.jpg
    179 KB · Views: 101
Last edited by a moderator:
Now over winter will upgrade the intake and heads, for the intake I'm really set on the first fuel injection setup (I personally like the look of the tpi intake and theres is similar) and probably gonna pair that to afr 190 heads which flow 260 I believe at .500 lift
 
thanks for posting the pictures of the cam swap
how does it run now?
 
Does run better, had pcm of nc do chip first one was really lean and just logged second one tonight and that one rich so getting there but runs good with a 87 aluminum head stage 2 hyper tech chip (was in car when I got it) but very pleased with it overall
 
When I logged with the aluminum head hypertech stage2 chip the fueling is pretty close to perfect through the different fuel cells so use that to be safe until the pcmofnc one is finished.

Kelly has been very helpful and have no issues with them. Went through this with my truck so know it's tough to get it just right without having the vehicle there.
 
Damn Jeremy, you did it. I'm impressed. To me, this pic

index.php


looks like 10 pounds of (you know) in a 5 pound bag. Congratulations.
 
the CASTING #642 cross fire heads and even most fuelie heads, and all the TPI heads, are compared to today's better designed cylinder heads... well they are pathetically restrictive,
I would strongly suggest you select an aluminum cylinder head (with at least a 190cc and 200 cc port is better in most cases,that flows a MINIMUM of 250 cfm at .500 lift, and ideally more than 275cfm at .700)
TRICKFLOW
http://www.trickflow.com/egnsearch.asp? ... 4294867081
http://www.trickflow.com/customerservice
1-330-630-1555 • 1-888-841-6556

BRODIX
http://www.brodix.com/heads/heads.html
479.394.1075

DART
http://www.dartheads.com/products/cylinder-heads
Dart Machinery; 248/362-1188; DartHeads.com


AIR FLOW RESEARCH
http://www.airflowresearch.com/
toll free: 877-892-8844
tel: 661-257-8124

Patriot Performance
Patriot Performance; 888/462-8276; Patriot-Performance.com


RHS
http://www.racingheadservice.com/rhs/cylinder-headshtml
Toll Free: 877-776-4323
Local: 901-259-1134

EDELBROCK
http://www.edelbrock.com/automotive_new ... main.shtml
Edelbrock; 310/781-2222; Edelbrock.com

BMP (world products)
http://www.theengineshop.com/products/cylinder-heads
Tel: 631-737-0372
Fax: 631-737-0467

BUTLER PERFORMANCE
http://www.butlerperformance.com/products/cylinder_heads/cylinder_head_labor.html
866-762-7527

BLUE PRINT ENGINES
http://www.blueprintengines.com/ind...sb-chevy-aluminum-cylinder-heads-cnc-machined
1800-483-4263

PRO-FILER
https://www.profilerperformance.com/
937‐846‐1333

YOU CAN BUILD A tpi BASED ENGINE ON THE ORIGINAL LOW COMPRESSION 350 SHORT BLOCK BUT THERES POTENTIALLY A VERY GOOD BOOST IN POWER AND TORQUE IF YOU INCREASE THE DISPLACEMENT TO 383-406 AND INCREASE THE COMPRESSION TO THE 9.5:1-10.2:1 RANGE.

the intake selected should be port matched and if possible ported to maximize flow
the FIRST TUNED PORT intake provides exceptional results
- FIRST TPI Intake.(good choice)
firstin.jpg


firstt.png

firstf.png

intake comes with a new throttle body


if matched to a cam and cylinder heads and a low restriction set of headers and exhaust, that allows it to breath.
the crane 119661 roller cam works rather well, on a brisk street performance build (especially with a wet nitrous TPI set up) even more power is available with the crower 00471 roller cam or crane 119651 roller cam

all three performance hydraulic roller cams will require a 3000 rpm-3200 rpm stall converter and are best matched to a 3.73:1 REAR GEAR RATIO


http://garage.grumpysperformance.com/index.php?threads/ideal-tpi-build.12203/#post-76070

http://garage.grumpysperformance.co...-stock-tpi-engine-components.1509/#post-74581

http://garage.grumpysperformance.co...rger-intake-runners-l98-tpi.13785/#post-72541

http://garage.grumpysperformance.co...lay-switch-locations-and-info.728/#post-66935

http://garage.grumpysperformance.co...intake-for-cross-fires.2796/page-7#post-56659

http://garage.grumpysperformance.co...8mm-throttle-body-on-your-tpi.290/#post-54181

http://garage.grumpysperformance.co...ps-on-building-a-tpi-383-c4.10434/#post-51507

http://garage.grumpysperformance.com/index.php?threads/can-you-get-there-with-tpi.10494/#post-44299

http://garage.grumpysperformance.com/index.php?threads/tpi-flow-info.10382/#post-43474

http://garage.grumpysperformance.co...m-dyno-results-and-other-info.433/#post-37683

http://garage.grumpysperformance.co...y-current-corvettes-383-combo.430/#post-32660
 
Last edited:
Back
Top