big block head comparison

(below youll find several links too some of the more exotic high flow racing BBC head designs from the aftermarket )
(these are not directly interchangeable with stock components,)
and will generally require selecting matching expensive aftermarket intakes, from that heads manufacturer,
and unique rocker assemblies , that because they are limited production, and unique too and very expensive additional matched components
you may have issues finding valve covers, headers or cams that are compatible )
these heads may potentially vastly out perform similar parts, but the cost is frequently 2 to 4 times as expensive, add that to having to mandate,
the use of custom built headers, and in some cases blocks with a 5" bore center line spacing and costs put these components well above the average budget.
on the plus side power levels that exceed 1000 or even 2000 hp is used with a turbo or nitrous or other power boosters on a high compression larger displacement BBC are common.
before you figuratively jump off the dock head first into any engine build its helps if you take the time and effort to stop and grab a large legal pad of lined paper and list all the components youll need, and take the time to ask questions about the cost, delivery dates and availability of accessories, killer head flow numbers might be impressive ,
but if you can,t get the correct matching rockers or a matched intake, or the proper cam, or block, or ignition, etc.
too use the killer heads its generally going to be very time consuming and expensive to build the engine. I know Ive had built a killer 496 BBC for a guy in the past he wanted to install in a vega, theres no off the shelf BBC headers for a tall deck BBC engine that fits a vega engine swap, this was a huge shock to this guy.....now Ive custom built dozens of setas of custom headers, and motor mounts, its almost mandatory to own a high quality welder, its almost routine with non-stock engine builds in odd car engine swaps but too guys new to the hobby the idea of having , no off the shelf source for parts, and needing to custom fabricate parts seems to be mind blowing

http://garage.grumpysperformance.com/index.php?threads/building-custom-headers.961/

http://garage.grumpysperformance.com/index.php?threads/calculating-required-exhaust-pipe-size.11552/

http://garage.grumpysperformance.com/index.php?threads/calculating-header-design.185/
vegaft3.jpg

vegaft5.jpg

if you want something unique, and custom like a 1000 hp BBC in a vega like these pictures I found posted, you better get ready to fabricate a great many custom , unique and expensive parts for both the engine its accessories , a custom interior, roll cage, the cars frame suspension, exhaust, brakes cooling and induction systems

https://www.airflowresearch.com/385cc-bbc-rectangle-port-cylinder-head/

https://www.airflowresearch.com/chevy/bbc-magnum-18-cylinder-head/

http://brodix.com/heads-2/big-block-chevrolet-compatible-heads/pb-1200-series12

http://brodix.com/heads-2/big-block-chevrolet-compatible-heads/pb-2000-series-cylinder-head14-5

https://www.profilerperformance.com/174-bbc-24-degree-heads.html
 
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GRUMPY?

I was recently offered a used and recently rebuilt, set of bill Mitchell cast iron oval port heads
for what I thought was a decent price, what do you think of those heads?

Ive only seen and used a few sets over the years, the sets I saw were well made,
and well machined but even heavier than O.E.M. cast iron heads,
thus you can save about 75 lbs by selecting aluminum heads over cast iron on any BBC, selecting an aluminum intake and water pump is an additional 30 lbs less.
they were an easy 60 hp plus upgrade over the original oval port heads
,but that can be said of most of the better aluminum BBC heads also/
that they made more hp than the stock heads they replaced on a buddies car, was obvious,
so yeah they definitely have performance potential,
but I would strongly suggest you have ANY rebuilt cylinder heads carefully inspected, for wear and cracks.and compare the price to your other options
aluminum is easy to repair and port, cast iron IS NOT!
you did not mention the price or link pictures, you failed to mention the valve spring load rate and clearances, on those heads and if mis-matched too the intended application it WILL cause problems, if the price is low and you don,t really mind the extra weight they might be a bargain.

READ THESE LINKS

https://www.billmitchellproducts.com/world-cast-iron-26degree-269cc/

http://garage.grumpysperformance.com/index.php?threads/iron-vs-aluminum-heads.389/#post-31684

http://garage.grumpysperformance.com/index.php?threads/aluminum-head-tig-repairs.3956/#post-10561

http://garage.grumpysperformance.co...cking-blocks-heads-for-cracks.3363/#post-8863

http://garage.grumpysperformance.com/index.php?threads/a-few-calculator-links.7108/


http://www.superchevy.com/how-to/en...206-oval-port-big-block-chevy-cylinder-heads/

http://www.competitionproducts.com/CNC-Ported-Pro-1-Chev-BB-Heads/products/182/

http://www.competitionproducts.com/Pro-1-Aluminum-Chev-BB-Heads/products/16/

http://www.competitionproducts.com/Brodix-Aluminum-Heads/departments/792/


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

https://www.billmitchellproducts.com/world-cast-iron-26degree-269cc/
 
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most people that read the threads contained on this site ,will be , smart enough,
to read links and decide if the info contained is of value ,
to the project they are working on currently
most people also appreciate the fact that while a link in a thread
,may not currently be helpful, it could easily be so in the future.
Im sure many people read the threads and at some point think back,
to a previous thread and go back and re-read related info they need
, they vaguely remember reading previously.
 
most people that read the threads contained on this site ,will be , smart enough,
to read links and decide if the info contained is of value ,
to the project they are working on currently
most people also appreciate the fact that while a link in a thread
,may not currently be helpful, it could easily be so in the future.
Im sure many people read the threads and at some point think back,
to a previous thread and go back and re-read related info they need
, they vaguely remember reading previously.
No Denying what a Big Block Chevy can do Grumpy Unleashed in Full Race Mode.
So much a standard car chassis or Corvette can not take & put the power down.
Everything costs lots of money for the Good stuff.

Using OEM Blocks Chevy & Pontiac we are limited what can be done safe to last at least 1 year Racing Hard.
 
Air Flow Research Puts a New Angle On Its New Big-Block Chevy Head


By TODD SILVEY JANUARY 08, 2019


Feeding the ever-increasing cubic inch trends in racing engines puts a demand on the delivery of air and fuel passing through the cylinder head. In the big-block Chevy arena of racing engines, Air Flow Research (AFR) has expanded their product line with an entirely new head to handle the flow demands of 540 cubic-inches and more.


Photos by Air Flow Research and Dennis Taylor

The new AFR Magnum line of 18-degree cylinder head is a design that cures many shortcomings of the Chevrolet factory 26-degree and even the performance 24-degree heads.

“Many performance head designs flatten this valve angle to 24-degrees,” says Chris Sperling, Director of Engineering and Technology at AFR, who took the alteration even further to 18 degrees. ”This angle change fundamentally improves airflow, horsepower, and torque. There are a lot of modifications in the chamber design on top of the rolled valve angle. Even the exhaust valve angle is rolled just a little bit more.”

The very first set of AFR Magnum 18-degree heads and intake were introduced to one of the toughest tests for racing components. The combination of putting out over 3,000 horsepower on the track while living on the highway was put to the test during Drag Week in Dennis Taylor's twin-turbocharged '72 Nova.

On the intake side, the AFR Magnum 18 intake ports are raised 1/2-inch and flow an impressive 498 cfm at 1.000-inch valve lift with a 457cc intake port volume. On the exhaust side, the port is raised .450-inch with a port volume of 143cc and flows 342 cfm at the same 1.000-inch valve lift.

With the relocated height of the intake ports on the Magnum 18 heads comes a matched AFR Magnum series intake manifold for proper port alignment. They are available for 10.200- and 9.800-inch Chevrolet block deck height with a single 4500 carburetor cloverleaf flange. AFR intakes are designed to run “as cast” and offer plenty of material for generous porting options.

Though the exhaust port is raised .450-inch, the bolt pattern and port shape match a standard big-block Chevrolet exhaust. The only critical factor is to ensure that your headers can tolerate being located slightly higher in relationship to chassis and body clearances.

The Magnum 18 combustion chamber is a more efficient heart-shaped design which is very critical to overall flow design of the intake and exhaust port flow. In that same overall flow design by AFR, the intake runner is raised .500-inch while the exhaust port is raised .450-inch compared to a stock head design.

Some AFR history explains the motivation to create this new cylinder head and intake combination.

“In 1970, Ken Sperling took ownership of Air Flow Research known for their innovative porting techniques used throughout motorsports,” Tim Torrecarion, Director of Marketing and Sales explains. “When we lost Ken, many of our new products gravitated towards more street/strip applications. This new head and intake design is a big step at getting AFR back towards our roots into higher end racing hardware.”

"We highly modified the Magnum 18 intake manifold for the twin Holley injectors at each intake port. There is a lot of meat to work with in both the heads and intake," Taylor notes.

The heads come standard with stainless steel 2.400-inch intake valves and 1.800-inch exhaust valves. Both valves feature 11/32-inch valve stems, bronze valve guides, PAC Racing triple valvesprings, and 10-degree titanium spring retainers.

A wide range of options and upgrades for the Magnum 18 cylinder head are available including titanium valves and copper beryllium intake and exhaust valve seats. The heads are offered in bare form without valvetrain components, as well.

In the real world of drag racing, the heads have already seen action in one of the most extreme applications that hardcore racing engines can endure: Hot Rod Drag Week.

The new head design flows an impressive 498 cfm intake and 342 cfm exhaust at 1.000-inch valve lift. Many notice the impressive numbers at this maximum valve lift but the savvy engine guy also notes the high flow rates at lower lift points across the chart.

Debbie and Dennis Taylor compete in the Super Street Big Block Power Adder (SS/BBPA) class in their 1972 Nova. The new powerplant for this year was a turbocharged 509 cubic-inch tall deck big-block Chevy. Taylor applied the new Magnum 18 heads and intake to an engine that not only needs to make massive power at the track but also must live for miles over the highway.

“We more or less built this new engine combination around these heads,” Dennis says. “We’re shooting for 3,000 streetable horsepower. I didn’t have a chance to put the engine on the dyno before Drag Week, but the horsepower and torque numbers are going to be there just because we made our performance goals at the event so effortlessly.”

The port flow on these heads is outstanding. With the same turbos, and the same engine management system and less cubic inches than our previous engine, we went right from 8.20s in this 3,700-pound car to 7.80s the first time out. – Dennis Taylor

The AFR spec sheet notes some impressive numbers when it comes to the amount of material designed into the heads for strength and room to modify. Their proven A356 aluminum head material used on all AFR heads is machined at AFR with large 1.750-inch spring pockets and offer a full 3/4-inch deck thickness.
 
https://www.chevyhardcore.com/tech-stories/engine/big-block-chevy-head-id-0219/
http://garage.grumpysperformance.co...ig-block-chevy-head-gaskets.16420/#post-99663
Big-Block Chevy Cylinder Head ID. Finding Swap Meet Gold


By RANDY BOLIG FEBRUARY 20, 2019


When it comes to making power, big-block Chevys are known for having an easy time making a lot of it. The abundance of cubic inches is staggering, and the canted-valve cylinder heads are largely responsible since they flow a seriously large amount of air. Let’s face it, moving air makes power, and big-block Chevy heads do that very well.

The original cylinder-head design is often referred to as a 26-degree head. This is due to one of the intake-valve angles. But 26 degrees is only one of four angles needed to actually describe the big-block’s valve positioning. In reality, the exhaust valve is tilted 17 degrees relative to the deck surface, and both the intake and exhaust valves are inclined 4-degrees laterally. These various valve angles give the big-block head a characteristic “valves pointing everywhere” appearance when the valve covers are removed. This is where the “porcupine head” nickname originates.


The cast-iron head 3856208 was used on the 1965 Corvette with the 425 hp 396ci engine, and on Z16 Chevelles. If you find a pair now, expect to pay around $3,000.

Factory big-block Chevy heads were offered in both aluminum and cast iron, both open- and closed-chamber designs, and oval (passenger car) or rectangular (high performance) intake ports. Late-model trucks with big blocks feature an even smaller oval-intake port, frequently referred to as the “peanut” port.

When the big-block head was introduced in the mid-’60s, they all had closed combustion chambers with a roughly 100 to 109cc capacity. In 1969, the open combustion chamber was introduced and offered better air/fuel flow and combustion characteristics. The chamber size was roughly 114 to 118cc.


Gen V and Gen VI big-block engines use non-adjustable rocker arms, retained by shouldered bolts. Mark IV and earlier engines use conventional threaded-studs that allow changes in valve lash. GEN V and VI heads can be converted to adjustable rockers by installing special aftermarket rocker studs, or by drilling and tapping the stud bosses for Mark IV 7/16-inch diameter rocker studs.

Most production big-block heads have similar characteristics. These include 7/16-inch rocker-arm studs (except Gen V and Gen VI) and a seven-bolt valve cover pattern. The Gen V and VI heads used a non-adjustable rocker arm with 3/8-inch studs.

While all early cast-iron and all-aluminum heads used 3/4-inch-reach gasketed spark plugs, most iron heads made after 1969 utilize smaller, taper-seat spark plugs. Aluminum heads possess two additional threaded bosses under the intake runners. This is for additional clamping and better head-gasket retention when used with blocks that have provisions in the lifter valley. The only OE blocks with these bosses were the rare ZL1 aluminum blocks, but many aftermarket blocks have this added feature. Mark IV, Gen V, and Gen VI heads all have the same head-bolt pattern, but they are not interchangeable due to different water jacket cooling passages.

Many enthusiasts have purchased a set of used heads at a swap meet, and unfortunately, ended up getting something they didn’t actually want. This is where knowledge is king. Knowing what you’re looking at can definitely save you a a lot of money – and headaches – when scouring the “used” pile. That’s why we have put together this short big-block Chevy head ID guide to help you identify that swap-meet gold.

Big-Block Chevy Cylinder Head Casting Numbers

330864: ’68 through ’84 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 396ci, 402ci, 366ci truck, 427ci truck, and 454ci truck.

330865: ’68 through ’84 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 396ci, 402ci, 366ci truck, 427ci truck, and 454ci truck.

330866: ’68 through ’78 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 366ci truck and 427ci truck.

330867: ’68 through ’73 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 427ci truck.

336765: ’68 through ’78 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 427ci truck.

336768: ’73 through ’76 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 427ci truck.

336781: ’73 through ’85 oval port, open chambers, 2.06- and 1.72-inch valves. Used on 454ci engines.

343771: ’68 through ’86 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 366ci truck, 427ci truck, and 454ci engines.

343772: ’68 through ’86 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 366ci truck, 427ci truck, and 454ci engines.

343783: ‘70 through ’76 oval port, 2.06- and 1.72-inch valves. Used on 454ci truck engines.

346236: ’75 through ’87 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 454ci engine.

352625: ’70 through ’76 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 454ci Truck.

353049: ’73 through ’84 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 454ci engines.

366765: ’74 through ’78 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 427ci truck.

473328: ’68 through ’69 oval port, open chamber, 2.06- and 1.72-inch valves. 366ci truck.

3856206: ’65 and ’66 oval port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci engines. 97cc chamber.

3856208: ’65 rectangular port, closed chamber, 2.19- and 1.99-inch valves. Used on 396/425 hp, 396/375 hp Z-16 Chevelle.

3856213: ’66 through ’82 oval port, closed chamber, 2.19- and 1.88-inch valves. Used on 366ci, and 427ci trucks.

3856260: ’68 oval port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci truck.


Aluminum heads with casting number 3919842 were factory cylinder heads for L89 and L88 engines. Expect to pay a lot of money if you even find a usable pair.
rectvsoval.jpg

3872702: ’65 and ‘66 oval port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci and 427ci engines.

3873858: ’65 through ’67 rectangular port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci and 427ci engines.

3876875: ’77 through ‘85 oval port, open chamber, 2.19- and 1.88-inch valves. Used on 427ci truck.

3904390: ’67 oval port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci and 427ci engines.

3904391: ’67 rectangular port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci and 427ci engines.

3904392: ’67 rectangular port, closed chamber, 2.19- and 1.88-inch valves, aluminum. Used on 427ci L88 and L89 engines.

3904393: ’68 through ’76 oval port, open chamber, 2.19- and 1.88-inch valves. Used on 366ci truck.

3908952: ’67 oval port, open chamber, 2.19- and 1.88-inch valves. Used on 427ci truck and marine engines.

3909802: ’67 oval port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci and 427ci engines.

3917215: ’67 and ’68 oval port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci and 427ci engines.

3917219: ’68 through ’85 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 366ci and 427ci truck engines.

3919840: ’67 through ’69 rectangular port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci and 427ci engines.

3919842: ’68 and ’69 rectangular port, closed chamber, 2.19- and 1.88-inch valves, aluminum. Used on 396ci and 427ci L88 and L89 engines.

3931063: ’68 and ’69 oval port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci, 402ci, and 427ci engines.

3933148: ’69 through ’84 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 396/265 hp, 366ci and 427ci truck engines.

3933149: ’68 through ’76 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 427ci truck.

3935401: ’68 through ’76 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 427ci truck.

3946074: ’69 rectangular port, open chamber, 2.19- and 1.88-inch valves, aluminum. Used on 427ci L88 and ZL1 engines.

3946074: ’71 rectangular port, open chamber, 2.19- and 1.88-inch valves, aluminum. Used on 454ci LS6 engines.

3964290: ’69 and ’70 oval port, closed chamber, 2.06- and 1.72-inch valves. Used on 396ci, 402ci, 427ci, and 454ci engines.

3964291: ’69 through ’72 rectangular port, closed chamber, 2.19- and 1.88-inch valves. Used on 396ci, 402ci, 427ci, and 454ci engines. Could have either large- or small-hex spark plugs. Also used on crate engines after 1970.

With the casting number 3904392, this aluminum head was used on 1967 L88 and L89 engines. The "snowflake" denotes it was cast at the Winters foundry.

3965198: ’68 and ’69 oval port, closed chamber, 2.06- and 1.72-inch valves. Used on 396ci truck engines.

3975950: ’68 through ’70 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 396ci (car), 402ci, 366ci, and 427ci (truck).

3986133: ’68 through ’85 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 366ci, 427ci, and 454ci truck.

3986135: ’69 through ’73 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 366ci and 427ci truck.

3986136: ’68 through ’84 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 366ci, 427ci, and 454ci truck.

3993820: ’71 oval port, open chamber, 2.19- and 1.88-inch valves. Used on 402ci engine.

3993820: ’71 through ’84 oval port, open chamber, 2.19- and 1.88-inch valves. 454ci (car and truck)

3994026: ’71 rectangular port, open chamber, 2.19- and 1.88-inch valves. Used on 454ci LS6 engine.

3999241: ’72 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 402ci and 454ci engines.

6272292: ’70 through ’78 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 402ci and 454ci engines.

6272990: ’70 and later rectangle port, open chamber, 2.06- and 1.72-inch valves. Used on 454ci service replacement, and some Mark IV crate engines.

10052902: Oval port, open chamber, 206- and 172-inch valves. Mark IV crate engine and 427ci truck.

10101140: ’91 and later oval port, closed chamber, 2.06- and 1.72-inch valves. Used on 366ci and 427ci truck.

10114156: ’91 and later oval port, open chamber, 2.06- and 1.72-inch valves. Used on Gen V and Gen VI 454ci engines.

10141279: ’96 and later oval port, closed chamber, 2.06- and 1.72-inch valves. Also known as a Vortec 7400.


Casting number 10141279 is for a ’96 and later engine. These are also known as Vortec heads. They also use non-adjustable rocker arms.

10487052: ’77 through ’90 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 366ci truck.

12363391: ’96 and later oval port, open chamber, 2.19- and 1.88-inch valves, aluminum, “Bow Tie” head. Fits Mark IV, Gen V, and Gen VI.

12363401: ’96 and later rectangular port, open chamber, 2.19- and 1.88-inch valves, aluminum, “Bow Tie” head. Fits Mark IV, Gen V, and Gen VI.

12558162: ’01 and later oval port, closed chamber, 2.06- and 1.72-inch valves. Gen VII “Vortec 8100” truck.

12560241: ’98 and later oval port, closed chamber, 2.06- and 1.72-inch valves. “Vortec 7400″.

12562932: ’91 through ’95 oval port, open chamber, 2.06- and 1.72-inch valves. Used on Gen V truck crate engine.

12562933: ’91 through ’95 oval port, open chamber, 2.06- and 1.72-inch valves. Used on Gen V engines.

12562934: ’00 and later rectangular port, open chamber, 2.06- and 1.72-inch valves. Used on Gen VI 502ci marine engines.

14011077: ’69 and later rectangular port, open chamber, 2.06- and 1.72-inch valves, aluminum. Used on Mark IV engines.

14044861: ’84 through ’96 rectangle port, open chamber, 2.19- and 1.88-inch valves. “Bow Tie,” aluminum, Mark IV. These are a “first design” with raised runners and a 105cc chamber.

14044861: ’96 and later rectangular port, open chamber, 2.19- and 1.88-inch valves. “Bow Tie,” aluminum. Fits Mark IV, Gen V, and Gen VI. These are a second design with raised runners and a 115cc chamber.

14081045: ’78 through ’87 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 454ci engines.

14081052: ’85 through ’87 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 366ci, 427ci, and 454ci truck. Marked Hi Perf.

14092359: ’86 through ’90 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 366ci and 427ci truck. Marked “Hi Perf”

14092360: ’86 through ’90 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 454ci truck.

14096188: ’70 through ’71 oval port, open chamber, 2.06- and 1.72-inch valves. Used on 454ci service replacement and later Mark IV LS-6, LS-7, and 454ci HO crate engines.

14097088: ’91 and later oval port, open chamber, 2.06- and 1.72-inch valves. Used on Gen V 454ci and 502ci HO.

with the 10.2" deck

block choice

grumpy I have read several threads on this and other sites that strongly suggest the original production Chevy small block 4 bolt main cap block, is not the best choice for building a decent performance engine, due to the thin casting and tendency to have the main caps shift or squirm under...
garage.grumpysperformance.com


Bbc Related & Links And Useful Info

a few useful links, and sub links videos, and tips to look over yeah, increased displacement helps and building a killer BBC old school, for your car can be both cost effective and produce impressive results some of the most effective, cost per hp and efficient combo's , will be the 496...
garage.grumpysperformance.com


some basic bbc math, to get you thinking about your potential dream bbc combos.

I recently had a discussion with one of the local guys concerning what heads and rotating assembly he should buy now that he recently purchased a tall deck (10.2") big block chevy block. he has a perfectly good 427 forged crank (3.76" stroke) but hes seriously thinking of buying a (4.25" stroke)...
garage.grumpysperformance.com
 
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its the links and sub links that contain 90% or more of the helpful info youll need DO THE REQUIRED RESEARCH!

http://www.superchevy.com/how-to/en...1206-oval-port-big-block-chevy-cylinder-heads

http://www.minuit10.net/EngineCode/chevy/BBChevyCylinderHead.htm

http://www.1968ss.com/BBCheadnumbers.asp

https://www.chevydiy.com/how-to-source-chevy-big-block-cylinder-heads/



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

https://www.engineprofessional.com/EPQ3-2020/mobile/index.html#p=17

http://users.erols.com/srweiss/tablehdc.htm#Chevy_Big_Block

very expensive race heads, and the accessories, required,
cost considerably more to make them run correctly but they potentially flow over 500 cfm
that would easily support 1200 plus hp N/A in something like a high compression 572-632
 
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www.speedwaymotors.com

Ansen 120-1003 Big Block Chevy Valve Cover Spacers

The perfect finishing touch for your engine.
www.speedwaymotors.com

https://www.amazon.com/Holley-89000...bf-b4db-ddf2adfde0b0&pd_rd_i=B01LWNH13A&psc=1

image



Valve Spring Cooling via Engine Oil

Grumpy: Read your post on the subject of Valve Spring Cooling with Engine Oil. Thanks VERY MUCH for bringing this to my attention. I have built a SBC 383 stroker going into a 1971 Datsun 240Z. Used a shaft rocker setup, but am uncertain that the trunion is being lubricated via Engine Oil...
garage.grumpysperformance.com

https://www.amazon.com/Block-Valve-Cover-Spacer-551640-7/dp/B00NY4VP62



shopping


several options exist, in valve cover spacers, and taller valve covers ,obviously. clearance, quality features, and price varies


http://www.hardin-marine.com/p-12519-bb ... ystem.aspx
12519_4_.jpg


related info
http://garage.grumpysperformance.co...rect-custom-length-pushrods.14241/#post-72346

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

http://garage.grumpysperformance.com/index.php?threads/rocker-push-rod-wear-issues.9815/#post-54088

http://garage.grumpysperformance.co...ear-articles-you-need-to-read.282/#post-52017

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

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

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

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

valve cover gaskets

a few things you should know Ive had the best luck with the extra thick synthetic /cork composite mix gaskets http://store.summitracing.com/partdetail.asp?part=FPP-1604&autoview=sku http://store.summitracing.com/partdetail.asp?part=FPP-1630&autoview=sku...
garage.grumpysperformance.com

oil system mods that help

heres a short list REMEMBER the object or goal in building and maintaining the lubrication system is too maintain a 100% dependable pressurized cooling flow of lubricant to the bearings, rockers,valves etc. obviously use of a high quality synthetic oil that has a higher heat tolerance and that...
garage.grumpysperformance.com

catch can related info

In every engine a small amount of pressurized gases from combustion pressure, during the engines power stroke that's been generated is getting past the rings, as the compression and combustion stroke begins before that cylinder pressure forces the rings out against the cylinder walls. and it...
garage.grumpysperformance.com

valve cover install

Most guys with corvettes stay with the stock valve covers unless forced into swapping , due too clearance issues caused by the need to use roller rockers, stud girdles or other aftermarket valve train accessories. On some corvettes theres serious clearance issues with the windshield wiper motor...
garage.grumpysperformance.com



ICT Billet 551640-5: Valve Cover Spacers for Big Block Chevy - JEGS High Performance

Buy ICT Billet 551640-5 at JEGS: ICT Billet Valve Cover Spacers for Big Block Chevy. Guaranteed lowest price!
www.jegs.com
 
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