Refresh 1982 crossfire vette

Discussion in 'Engine: Repairs and Modifications & generally corv' started by jac1892, Sep 29, 2017.

  1. jac1892

    jac1892 Member

    Hi, guys and gals.
    I want to refresh my 1982 crossfire corvette. The car has a renegade, hookers and 3:73 rear gear w/stock E.C.M. w/ a graded chip. I have read the threads on grumpvette about heads and cam from" Drawmain" from 2014, and from "Renegade intake" threads. I am interested in Brodix ik200 heads with 70c.c. comb. chamber.
    What I'd like to hear about, is a cam. I want to use a hyd. roller,cam, maybe a chevy performance cam
    #10134334, #10185071 or #24502586 vs the Crane cam 119671. Your thoughts m
    Thanks jac1892
     
  2. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

    #10134334, 10134334 Hyd. Roller – 235/235 – .480/.480 – 114 – 350ZZZ and ZZ2 Crate Motor


    #10185071 10185071 Hyd. Roller 208/221 .474"/.474" 9.8:1 112 350/345 ZZ3 & ZZ4 crate motor


    or #24502586 24502586 Hyd. Roller – 218/228 – .525/.525 – – 96 LT4 H.O.T. crate motor, use with 1.6 roller rockers



    LOOKING OVER THE FOUR LISTED OPTIONS, I THINK THE CRANE CAM LISTED BELOW IS THE BETTER MATCH TOO A CROSS FIRE ENGINE WITH THE MODS YOU LISTED

    the renegade intake, by design is matched to about the 3000-rpm-about 6000- rpm power band in a 350 cid engine,

    Id point out that you'll more than likely need to up-grade your stock fuel pump, to maximize fuel delivery efficiency if you have not yet done that,
    and the brodix 200cc heads should provide a very noticeable boost when matched to the crane hydraulic roller cam listed and ideally a set of 1.6:1 roller rockers, matched too that renegade cross ram dual throttle body intake design,
    The new intake ALONE on a stock crossfire engine produces 32 hp and 16 lbs/ft of torque at the rear wheels over the stock crossfire intake, adding better flowing heads like the AFR or BRODIX or TRICKFLOW heads and a decent cam like a CRANE 114132 easily boosts that result



    [​IMG]
    [​IMG]
    [​IMG]

    and a 3" exhaust with an (X) pipe and low restriction mufflers would also help scavenging efficiency, one major key to good head port and intake flow, is to maximize exhaust scavenging and matching the cam duration and lift and LSA to the port flow and intended power band.

    the 3.73:1 rear gear and brodix 200cc heads should match that cam and renegade intakes flow characteristics well, IF the exhaust is matched and has little flow restriction.
    the stock exhaust and mufflers ARE RESTRICTIVE once youve increased flow rates over the stock levels

    [​IMG]
    [​IMG]

    vs the Crane cam 119671.

    [​IMG]


    related threads and
    sub-links, that contain a wealth of related useful info.

    http://garage.grumpysperformance.com/index.php?threads/renegade-intake-for-cross-fires.2796/

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

    http://garage.grumpysperformance.com/index.php?threads/82-cfi-crate-motor.12472/#post-62657

    http://garage.grumpysperformance.com/index.php?threads/a-well-designed-c4-exhaust.786/#post-50527

    http://garage.grumpysperformance.com/index.php?threads/head-and-cam-swap-82-cfi.10412/

    http://garage.grumpysperformance.com/index.php?threads/ported-crossfire-383.10240/#post-41058

    http://garage.grumpysperformance.co...sfire-vette-won-t-run-right.10096/#post-39710

    http://garage.grumpysperformance.com/index.php?threads/got-a-cross-fire-corvette.640/#post-20467

    http://garage.grumpysperformance.co...-torque-converter-stall-speed.1715/#post-9258

    http://garage.grumpysperformance.com/index.php?threads/oil-pans-that-fit-the-c4-corvette.3071/

    http://garage.grumpysperformance.com/index.php?threads/oil-system-mods-that-help.2187/#post-7231

    http://garage.grumpysperformance.co...l-cooler-increases-durability.176/#post-12335

    http://garage.grumpysperformance.co...ans-cooler-on-a-c4-corvette.10514/#post-44478
     
    Last edited: Dec 9, 2017
  3. Indycars

    Indycars Administrator Staff Member

    Welcome to the forum Jac1892, is 1892 when you were born??? :D
     
  4. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

    if the car has a manual transmission or if it has a higher stall speed converter, like a 2600 rpm, -to-2800 rpm stall converter you might want to ask cranes tech guys
    CRANE CAMS Phone: 386-310-4875
    about this slightly hotter , longer duration cam, but thats about the max that will work correctly in my opinion given the listed combo,components,
    and yes you,ll need to check valve train clearances and geometry,
    and 1.6:1 roller rockers will help

    [​IMG]


    related info (never skip reading the sub-links)
    http://garage.grumpysperformance.com/index.php?threads/valve-train-clearances-and-problems.528/

    http://garage.grumpysperformance.co...1-6-1-ratio-rockers-and-the-pushrods-rub.198/


    http://garage.grumpysperformance.co...le-valve-timing-kit-chev-sb.14272/#post-72748

    http://garage.grumpysperformance.co...-the-rabbit-hole-with-alice.10933/#post-52567

    http://garage.grumpysperformance.co...-pushrods-and-check-info-you-might-need.5931/

    http://garage.grumpysperformance.co...-the-extra-cost-vs-a-flat-tappet-design.3802/

    http://garage.grumpysperformance.com/index.php?threads/more-converter-stall-speed.12964/#post-67467

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

    http://garage.grumpysperformance.com/index.php?threads/stock-gm-push-rod-length.3844/

    http://garage.grumpysperformance.co...-for-new-383-sbc-cam-instal.13109/#post-68326

    http://garage.grumpysperformance.com/index.php?threads/valve-spring-installation-questions.12833/

    http://garage.grumpysperformance.com/index.php?threads/rocker-push-rod-wear-issues.9815/


    http://garage.grumpysperformance.com/index.php?threads/bits-of-383-info.38/page-2#post-61958

    http://garage.grumpysperformance.co...ing-a-383-sbc-combo-planing.12168/#post-58778

    http://garage.grumpysperformance.com/index.php?threads/bare-minimum-tools.11026/#post-48766

    http://garage.grumpysperformance.co...k-for-in-a-good-engine-combo.9930/#post-46399

    http://garage.grumpysperformance.co...-calculators-and-basic-math.10705/#post-46737

    http://garage.grumpysperformance.co...good-street-combo-your-after.5078/#post-14433

    http://garage.grumpysperformance.co...s-on-building-a-383-sbc-stroker.428/#post-524
     
    Last edited: Feb 2, 2018
  5. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

    WELL> do you see ANY OF THE INFO as USEFUL??
     
  6. jac1892

    jac1892 Member

    Thanks all, that's a lot to digest. I put a fuel pump in from a 1987 per grumpyvette, and 55lb. injectors. I am an old guy but not from 1892, 1950...thanks again!!!
     
  7. jac1892

    jac1892 Member

    Guys, I have another question are 1 7/8 dia. hooker side mount headers any better than the regular hooker headers? thanks again..
     
  8. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

    I've always preferred the side exhaust header /muffler design on the C3 corvettes,and A.C. COBRAS,
    [​IMG]
    [​IMG]
    [​IMG]
    ,(like these picture's shows them) my B.I.L well remembers my 1968 BBC corvette (these are not my corvette's pictures) so he has installed those hooker side pipes on his 1974 BBC corvette

    [​IMG]
    [​IMG]
    [​IMG]
    [​IMG]
    and on my 1968 corvette the car was slower by almost 2 tenths with the standard comp plus hooker under frame headers,when I tested them
    ( I tried them because they potentially saved weight ),
    (obviously that was with the internal muffler inserts removed from the side pipes while racing)
    but the under the car mufflers added too under the car headers total, weight,
    are HEAVIER than the side pipes when the whole exhaust system is installed
    if you do the required math calculations , you,ll find that most commercial headers are using primary tube length that are too short to be ideal,
    as this simplifies manufacture and CLEARANCE ISSUES AND REDUCES MANUFACTURING COSTS.
    (
    the headers with side exhaust design, are closer too the ideal)

    related info (you can use the linked info to do your applications calculations)

    http://garage.grumpysperformance.com/index.php?threads/calculating-header-design.185/

    http://garage.grumpysperformance.com/index.php?threads/calculating-required-exhaust-pipe-size.11552/
     
    Last edited: Nov 10, 2017
  9. jac1892

    jac1892 Member

    impressive 68 vette, thanks again. jac1892
     
  10. jac1892

    jac1892 Member

    I have another question on heads, is it better to buy bare heads and put your own components in them or filled from the vendor? thanks Jac1892
     
  11. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

    THE question about buying bare heads and having a local shop you trust add the valve train components and do the machine work , VS buying ready to run, off-the-shelf cylinder heads, comes up frequently.
    the original stock #624 cross fire corvette cylinder heads are some of the worst corvette SBC performance heads.the stock 1982-84 cross fire cylinder heads are pathetically restrictive
    more info
    just a bit of info on those stock #624 head flow rates

    .......intake....exhaust
    .100..44..........41cfm
    .200..101..........82cfm
    .300.155..........125cfm
    .400..182..........137cfm
    .500..196..........140cfm

    http://garage.grumpysperformance.co...ntake-for-cross-fires.2796/page-31#post-62403


    http://garage.grumpysperformance.com/index.php?threads/got-a-cross-fire-corvette.640/#post-5467

    the manufacturers can buy in volume and purchase valve train components a good deal cheaper than you can, and they can have heads machined in large batch jobs that also reduce machine work costs, but they are also trying to be competitive so they rarely select the top quality components, thus there's always a trade-off and you,ll rarely see top quality machine work, and the better components used in off the shelf heads for sale....that does not indicate the off-the-shelf heads are junk, but the manufacturers must balance quality and price to remain competitive.
    Youll almost always find that the larger and better known brand name suppliers like
    AFR,
    DART,
    BRODIX
    EDELBROCK,
    PROFILER,
    TRICKFLOW,

    have listed upgrades as options
    yes quality varies and your going to be doing research or,
    your not likely to get the best value per dollar or best potential performance.
    it would be foolish to not ask about the options vs cost,
    and potential benefits of those upgrades.


    related threads and sub linked info

    http://garage.grumpysperformance.co...u-buy-bare-or-assembled-heads.534/#post-57612

    http://garage.grumpysperformance.com/index.php?threads/ccing-my-heads.14187/#post-71989

    http://garage.grumpysperformance.com/index.php?threads/ported-crossfire-383.10240/#post-41065

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

    http://garage.grumpysperformance.com/index.php?threads/porting-can-help.462/

    http://garage.grumpysperformance.co...ng-combustion-chambers.2630/page-2#post-54342

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

    http://garage.grumpysperformance.com/index.php?threads/finding-a-machine-shop.321/#post-55314

    http://garage.grumpysperformance.com/index.php?threads/multi-angle-valve-job-related.3143/#post-8387

    http://garage.grumpysperformance.com/index.php?threads/how-to-lap-valve-seats.1159/#post-2362

    ID suggest you select from heads from these sources
    Jegs; 800/345-4545; Jegs.com

    Summit Racing; 800/230-3030; SummitRacing.com

    Scoggin-Dickey Parts Center; 800/456-0211; ScogginDickey.com

    TRJ
    http://trjperformance.com/cylinder-heads-top-end-kits-components/complete-heads/

    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

    PROMAX
    http://www.competitionproducts.com/...c-Bare-Pair/productinfo/PMX9317/#.V2m23PkrLcc

    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
     
    Last edited: Oct 14, 2017
  12. jac1892

    jac1892 Member

    thanks very helpful
     
  13. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

    taking the time and effort to read through all the links and sub links,
    posted all through this thread,

    could get you a long way towards building a decent performance engine combo,
    for your car using that original engine as a starting point ,
    or in some cases suggesting better options.
    theres no doubt that will take some time and effort,too do that!
    but in the long term,
    its sure to save you a great deal of time and wasted cash.
     
    Last edited: Oct 14, 2017
  14. Loves302Chevy

    Loves302Chevy "One test is worth a thousand expert opinions."

    My $0.02 - If you are comfortable choosing your own components and are able to set up your own heads,
    then I would do it myself and buy the bare heads. I bought Edelbrock Performer RPM SBC cylinder heads
    and the valvetrain components they used were JUNK.
     
  15. jac1892

    jac1892 Member

    Another question, I used a compression ratio calculator to come up with a 70 cc combustion chamber number and the Brodix heads I wasn't sure of the cc's for the valve reliefs in the stock pistons so my numbers may be off . Do 70 cc numbers seem right for about 9.5 to 1 ratio? thanks
     
  16. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

    valve clearance notches in pistons generally run in the area of 5cc-7cc


    below Ive posted some linked info to play with
    http://www.wallaceracing.com/dynamic-cr.php

    https://www.uempistons.com/index.ph...e=comp&zenid=1e826335bfac0f356463eabed4958558

    https://www.uempistons.com/index.ph...=comp2&zenid=1e826335bfac0f356463eabed4958558

    http://garage.grumpysperformance.com/index.php?threads/crowers-valve-timing-charts.4299/

    http://garage.grumpysperformance.co...-on-building-a-383-sbc-stroker.428/#post-4987

    http://garage.grumpysperformance.com/index.php?threads/redline.343/#post-1170

    http://garage.grumpysperformance.com/index.php?threads/what-con-rods-would-you-buy.942/#post-1658

    http://garage.grumpysperformance.com/index.php?threads/types-of-crankshaft-steel.204/

    http://garage.grumpysperformance.co...ould-you-build-a-350-or-a-383-sbc-combo.8310/

    http://garage.grumpysperformance.com/index.php?threads/semi-fool-proof-cam-sellection.82/

    http://garage.grumpysperformance.com/index.php?threads/port-speeds-and-area.333/

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

    http://garage.grumpysperformance.co...lsa-effects-your-compression-torque-dcr.1070/

    [​IMG]
    he following are different static compression ratios (SCR) with a 3.48" stroke and different camshaft intake closing points @ 0.050" tappet lift on Keith Black's dynamic compression ratio calculator. The calculator, starting at 8.25:1 SCR. The dynamic compression ratio (DCR) has been kept at just over 8.0:1, a figure that is acceptable for use with today's pump gas with a little cushion:

    • Static CR....Intake closing point @ 0.050"....Dynamic CR.
    • 8.25........10* ABDC......8.010........................................................................................................
    • 8.50........20............8.012........................................................................................................
    • 8.75........27............8.022........................................................................................................
    • 9.00........33............8.018........................................................................................................
    • 9.25........37............8.061........................................................................................................
    • 9.50........42............8.029........................................................................................................
    • 9.75........46............8.016........................................................................................................
    • 10.00.......49............8.038........................................................................................................
    • 10.25.......52............8.043........................................................................................................
    • 10.50.......55............8.029........................................................................................................
    • 10.75.......57............8.069........................................................................................................
    • 11.00.......60............8.022........................................................................................................
    • 11.25.......62............8.038........................................................................................................
    • 11.50.......64............8.042........................................................................................................
    • 11.75.......66............8.035........................................................................................................
    • 12.00.......68............8.017........................................................................................................
     
    Last edited: Oct 19, 2017
  17. jac1892

    jac1892 Member

    Hi, guys and gals, after reading the threads on dynamic compression ratios it looks like I can go to heads with 62 to 65 cc's with no problem ,with that Crane cam. Now, are the AFR heads that much better than say brodix ,trick flow,and other street heads , form what i read the 180 cc AFR flow better than 195 or 200 cc heads listed and some say is more responsive than the bigger cc heads at other than w.o.t. . What is the forum's opinion. Thanks JAC1892
     
  18. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

    Any time you start any project it generally will be to your advantage to mentally step back, grab a large legal pad and a pen and write out, what you intend to accomplish and what you'll want to buy in parts, the potential cost and think about how well the changes may or may not work.
    if your not 100% sure of the intended results it pays to do a bit of research and usually that involves either doing some related math, or in depth research on previous builds and mods others have done and what their results were.
    I would Not get overly fixated on making a purchase decision, based on the advertised cylinder head flow numbers the heads your looking at might have advertised.
    I can,t tell you how many times I see guys buy cylinder heads based on the peak flow numbers and then mate them to a cam lift and duration or an intake manifold that won,t come close to allowing the heads to reach their flow potential, if your heads flow lets say 280 cfm at .700 lift and your cam only has .560 lift, or your engine is matched to an automatic transmission that shifts at 5700 rpm, your engine never gets close to the cylinder heads max flow rate thats advertised.
    people building any engine need to stop and do the math and think things through.
    lets take that example above
    a 350 engine has about 44 cubic inches of displacement per cylinder
    at 5700 rpm , thats 124688 cubic inches(theres 1728 cubic inches in a cubic foot)
    that means the port must flow 73 cubic ft a minute, but remember theres a 720 degree cycle and that intake port may only be open for roughly 220 degrees, or 1/3rd of the time frame, so the required flow would be closer to 219 cfm:eek:

    remember that the numbers are based on steady flow at 28" of vacuum, but the engine has a 720 cycle during which the intake valve is effectively open during significantly less degrees of rotation.
    in my experience the difference in performance has a great deal more to do with cam timing and compression ratio, and drive train gearing and exhaust scavenging efficiency than and port cross sectional area differences, and yes the larger ports tend to be noticeably better in the upper rpm ranges and keep in mind the weak link in the chain idea, here.
    basically , if the intake manifold air flow is restrictive and/or the cam timing , and exhaust scavenging efficiency in the upper rpm range won,t allow the port to reach maximum rated flow the heads will never reach the rated flow, but if the ports so small (cross sectional area) the port car reach a point that it cant keep up with the air flow rate intermittent pulsed demand.
    or put a different way that AFR 180 cc head may give impressive torque numbers at some limited rpm ranges but Id be betting heavily that the 195cc or even a 210cc port head, even on a fairly small 350 displacement engine, would produce better mid rpm range and peak hp numbers if the engines set up to use the extra potential air flow they can provide.
    that of course assumes the intake, cam timing and exhaust scavenging will also allow the larger ports to reach their flow rate potential.
    obviously if your other components can,t keep up theres no advantage to using the larger ports with their potentially higher flow rates.

    look at this chart below , theres less than a 6% difference in port cross sectional area between a 180cc and a 210cc AFR cylinder head port, Id bet a good deal of cash that its not the AFR heads, (BRODIX, TRICKFLOW,DART,PROFILER, )
    (or most any other 195cc-210cc heads) you selected that will be the restriction too power, but the fact that the cross fire intake ,cam selected and drive train gearing and exhaust scavenging(and related flow restriction) are more major factors in determining the power curve, If it was my car Id go with the 195cc AFR heads
    and I doubt youll see any measurable lower rpm loss as a result and your marginally more likely to see some gains in the upper rpm ranges (IF you select decent matched components that potentially do allow the increased air flow.

    here's a chart FROM THE BOOK,HOW TO BUILD BIG-INCH CHEVY SMALL BLOCKS with some common cross sectional port sizes

    View attachment 8970


    [​IMG]

    [​IMG]
    [​IMG]
    on the better 23 degree SMALL BLOCK AFTERMARKET HEADS THERE'S ABOUT 5.5 INCHES OF INTAKE PORT LENGTH ON AVERAGE FROM INTAKE GASKET TO THE BACK OF THE INTAKE VALVE AT THE FAR EDGE


    USE THE CALCULATORS to match port size to intended rpm levels... but keep in mind valve lift and port flow limitations
    http://www.wallaceracing.com/runnertorquecalc.php

    http://www.circletrack.com/enginetech/1 ... ch_engine/
    calculate horse power from intake port flow rates
    http://www.wallaceracing.com/calcafhp.php

    http://www.wallaceracing.com/calchpaf.php

    http://www.wallaceracing.com/ca-calc.php

    http://www.wallaceracing.com/max-rpm.php

    http://www.wallaceracing.com/lpv.php

    http://www.wallaceracing.com/chokepoint.php

    http://www.wallaceracing.com/chokepoint-rpm.php

    http://www.wallaceracing.com/area-under-curve.php

    http://www.wallaceracing.com/piston-speed-velocity.php

    http://www.wallaceracing.com/header_length.php


    Volume (CCs) of Head Gasket
    CCs of Head Gasket = Bore x Bore x 12.87 x Thickness of Head Gasket
    COMMON SBC INTAKE PORTS
    felpro # 1204=Port Size: 1.23" x 1.99"=2.448 sq inches

    felpro # 1205=Port Size: 1.28" x 2.09"=2.67 sq inches

    felpro # 1206=Port Size: 1.34" x 2.21"=2.96 sq inches

    felpro # 1207=Port Size: 1.38" x 2.28"=3.146 sq inches

    felpro # 1209=Port Size: 1.38" x 2.38"=3.28 sq inches

    felpro # 1255 VORTEC=Port Size: 1.08" x 2.16"-2.33 sq inches

    felpro # 1263=Port Size: 1.31" x 2.02"=2.65 sq inches

    felpro # 1266=Port Size: 1.34" x 2.21"=2.96 sq inches

    felpro # 1284 LT1=Port Size: 1.25 x 2.04''=2.55 sq inches

    felpro # 1289 FASTBURN=Port Size: 1.30" x 2.31" 3.00 sq inches

    http://users.erols.com/srweiss/calccsa.htm

    Your RPM computed from your Cross Sectional Area of 1.95
    (the smaller AFR HEADS)
    and Bore of 4.03 and Stroke of 3.75 is 5,569.12 .

    Your RPM computed from your Cross Sectional Area of 2.05
    (the Larger AFR HEADS)

    and Bore of 4.03 and Stroke of 3.75 is 5,854.72 .
    you,ll barely notice the about 300 rpm shift in the power band on the lower part of rpm range but appreciate it much more on the upper edge of that power curve


    heres a chart FROM THE BOOK,HOW TO BUILD BIG-INCH CHEVY SMALL BLOCKS with some common cross sectional port sizes
    (measured at the smallest part of the ports)

    HeadsVsPortFlow.JPG

    USE THE CALCULATORS

    http://www.rbracing-rsr.com/runnertorquecalc.html
    http://www.wallaceracing.com/chokepoint.php
    http://www.wallaceracing.com/header_length.php
    http://www.superchevy.com/how-to/en...-0902-chevy-engine-port-variations-measuring/
    http://www.hotrod.com/articles/choosing-the-right-camshaft/
    http://garage.grumpysperformance.com/index.php?threads/bits-of-383-info.38/
    [​IMG]
    [​IMG]
    [​IMG]

    [​IMG]

    ID suggest you select from heads from these sources
    Jegs; 800/345-4545; Jegs.com

    Summit Racing; 800/230-3030; SummitRacing.com

    Scoggin-Dickey Parts Center; 800/456-0211; ScogginDickey.com


    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



    RELATED threads and info you may need
    http://garage.grumpysperformance.com/index.php?threads/port-speeds-and-area.333/


    http://garage.grumpysperformance.co...egade-intake-for-cross-fires.2796/#post-54235

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

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    Attached Files:

    Last edited by a moderator: Dec 8, 2017
  19. jac1892

    jac1892 Member

    I'm back with more cam questions.what hydro roller cams does the forum think will work as good as the Crane 119671 cam.
    [​IMG]
    And what hydro flat tappet cam will be as good or better than the Crane 114132
    [​IMG]

    the budget is starting to bite me. thanks again Jac1892
     
    Last edited by a moderator: Dec 8, 2017
  20. Grumpy

    Grumpy The Grumpy Grease Monkey Staff Member

    your certainly not the first nor will you be the last guy to find that the cost of swapping to a full roller cam set-up in the valve train,
    vs the the original flat tappet valve train, cost increase which can easily add $700-$900 in different valve springs, roller lifters, different push rods, potential cylinder head machine work, , increased cam cost, new rockers at times, added too the totals is an expense they would rather avoid,
    especially if the difference in performance is not really worth the added expense or if put a different way you could save significant cash at the cost of,
    only a few extra potential horse power that you think youll likely never really miss.
    the truth is that the engine can be built to perform well with either valve train design, but your just kidding yourself if you think that the addition of a well designed roller cam and roller rockers won,t
    potentially add a significant boost to the engines performance and in theory durability, thats one of the main reason all the major manufacturers migrated to roller valve train designs.
    and its NOT just the cam, that will need to be changed to provide better horse power, even if you select a flat tappet design, you,ll need larger injectors , headers and a less restrictive exhaust,(ideally a 3.54:1-3.73:1 rear gear ratio)and if its an auto transmission, a higher than the O.E.M. /stock stall speed converter if the engine is going to run correctly with a higher lift and longer duration cam that will allow the engine to produce significantly higher hp.
    now that being pointed out , your choice in cam will be limited to what your drive train gearing and other combo components will match and support.

    a basic timing chain set like this from cloyes works great in most SBC applications and fits under the stock stamped steel timing cover
    https://www.summitracing.com/parts/CLO-9-1100/


    you can certainly call CRANE,CROWER LUNATI or ERSON and find a flat tappet cam version of a similar duration cam in the 212-215 intake duration range on a 110-114 LSA (theres dozens to select from.)
    example
    https://www.crower.com/chevy-262-400-hydraulic-cam-3893.html
    or
    https://www.ebay.com/itm/Erson-SBC-...111021-K-292-310-Cam-Lifter-Kit-/301593445385




    [​IMG]

    [​IMG]


    crane (386)310-4875

    crower 619.661.6477

    erson 800-641-7920

    lunati..662-892-1500

    ISKY 323.770.0930

    clay smith 714-523-0530

    herbert cams 714-491 -2267

    read the links carefully

    http://garage.grumpysperformance.com/index.php?threads/semi-fool-proof-cam-sellection.82/

    http://garage.grumpysperformance.co...-the-extra-cost-vs-a-flat-tappet-design.3802/

    http://garage.grumpysperformance.com/index.php?threads/cam-wear-articles-you-need-to-read.282/

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

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

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

    http://garage.grumpysperformance.co...d-high-spring-pressures-don-t-work-well.1489/

    http://garage.grumpysperformance.co...ncept-of-buying-just-enough.11267/#post-51015

    http://garage.grumpysperformance.co...s-simply-ignore-the-answers.11118/#post-49637

    http://garage.grumpysperformance.com/index.php?threads/a-mild-high-torque-tpi-combo.1239/#post-2644

    http://garage.grumpysperformance.com/index.php?threads/installing-a-exhaust-h-or-x.8/#post-11

    http://garage.grumpysperformance.co...-with-170-cc-edelbrocks-now.13243/#post-72251

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

    http://garage.grumpysperformance.com/index.php?threads/ideal-tpi-build.12203/#post-59261

    http://garage.grumpysperformance.co...8mm-throttle-body-on-your-tpi.290/#post-54181
     
    Last edited: Feb 2, 2018

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