Edelbrock heads……first results
11-25-2005, 11:01 AM
#1
Edelbrock heads……first results Well, we delivered our first few sets of CNC ported Edelbrock heads last week and have received some great initial results I’d like to share. First off, these heads are CNC finished by us and not to be confused with the heads that Edelbrock is offering with Lingenfelter’s CNC ports (part#61969). Last week one our sets were installed on a 408cid engine raced in an offroad Pro Truck. The engine was first run with a set of our Stage 2 CNC ported factory LS1 heads (#853 castings) several months ago. The engine raced in several events and then pulled for a refresh. Other than the heads, no other changes were made. Both dyno sessions were on the same Superflow 901 dyno.
..............WCCH Stage 2 853’s................WCCH/Edelbrock 215
RPM............fwtq........fwhp................... ...fwtq........fwhp
4000...........494.4......376.5................... ..509.0.......387.6
4300...........509.2......416.9................... ..520.9.......426.5
4500...........517.4......443.3................... ..536.9.......460.0
4700...........519.5......464.9................... ..548.8.......491.1
4900...........521.8......486.8................... ..545.4.......517.4
5100...........516.5......501.5................... ..548.9.......533.0
5300...........513.3......518.0................... ..543.8.......548.8
5500...........507.5......531.4................... ..534.5.......559.7
5700...........507.0......550.2................... ..517.9.......562.1
5900...........498.4......559.9................... ..533.3.......599.9
6100...........491.0......570.3................... ..521.1.......605.2
6300...........481.5......577.6................... ..501.5.......601.6
6500...........467.9......579.1................... ..488.8.......604.9
These are standard corrected numbers. By the looks of it, the engine was peaking around 6500rpm. I have no data beyond this rpm. The average rpm range they race the truck in is 4000-6000 with an occasional 6400rpm spike. Torque is what they’re primarily interested in.
Some of the particulars of the combo are:
Alum. LS2 block with 4.030” bore and 4.0” stroke
10.5:1 compression ratio
Wegner single plane intake (untouched)
1000cfm 4bbl throttle body
Comp Cams solid roller: 248º/254º .615” lift 108ºlsa installed +4º
1 ¾” stepped to 1 7/8” headers with bizarre spaghetti bends (to fit truck)
The head specs are:
........WCCH Stage 2 LS1 #853....................WCCH/Edelbrock 215
..............Int.......Exh....................... ..............Int.........Exh
.100”......69.6......55.6......................... ...........67.6.......55.8
.200”.....148.7....113.7.......................... ........138.0......121.3
.300”.....205.1....150.8.......................... ........207.2......170.8
.400”.....243.9....193.5.......................... ........256.6......207.2
.500”.....276.6....215.4.......................... ........291.1......226.9
.600”.....287.7....226.9.......................... ........307.5......232.5
.650”.....287.7....229.7.......................... ........310.7......236.0
Both heads were tested on a 4.030” test bore using a radius flow plate and 1 7/8” stub pipe.
The valve sizes are 2.055”/1.600”. And the runner volumes are 215cc for the intake and 82cc for the exhaust. We currently have two finished chamber sizes, 66cc and 72cc. We have plans in the works to offer a smaller chamber for those needing more compression.
All in all, I’m impressed with Edelbrock’s new cylinder head. The casting has enough material in the ports and chambers to make a variety of port configurations. The head is cast with a thick deck for increased head gasket sealing and they have powered metal valve seats installed. I also really like the fact that Edelbrock has provided ample pushrod clearance and requires no extra machining for aftermarket rocker arms. All rocker boss and exhaust manifold bolt holes are heli-coiled as well. These heads are built around the factory dimensions and are totally interchangeable with stock castings.
We’ll be updating the website with more information very soon. Anyone having any questions about these heads can post up or feel free to contact us directly.
Richard
..............WCCH Stage 2 853’s................WCCH/Edelbrock 215
RPM............fwtq........fwhp................... ...fwtq........fwhp
4000...........494.4......376.5................... ..509.0.......387.6
4300...........509.2......416.9................... ..520.9.......426.5
4500...........517.4......443.3................... ..536.9.......460.0
4700...........519.5......464.9................... ..548.8.......491.1
4900...........521.8......486.8................... ..545.4.......517.4
5100...........516.5......501.5................... ..548.9.......533.0
5300...........513.3......518.0................... ..543.8.......548.8
5500...........507.5......531.4................... ..534.5.......559.7
5700...........507.0......550.2................... ..517.9.......562.1
5900...........498.4......559.9................... ..533.3.......599.9
6100...........491.0......570.3................... ..521.1.......605.2
6300...........481.5......577.6................... ..501.5.......601.6
6500...........467.9......579.1................... ..488.8.......604.9
These are standard corrected numbers. By the looks of it, the engine was peaking around 6500rpm. I have no data beyond this rpm. The average rpm range they race the truck in is 4000-6000 with an occasional 6400rpm spike. Torque is what they’re primarily interested in.
Some of the particulars of the combo are:
Alum. LS2 block with 4.030” bore and 4.0” stroke
10.5:1 compression ratio
Wegner single plane intake (untouched)
1000cfm 4bbl throttle body
Comp Cams solid roller: 248º/254º .615” lift 108ºlsa installed +4º
1 ¾” stepped to 1 7/8” headers with bizarre spaghetti bends (to fit truck)
The head specs are:
........WCCH Stage 2 LS1 #853....................WCCH/Edelbrock 215
..............Int.......Exh....................... ..............Int.........Exh
.100”......69.6......55.6......................... ...........67.6.......55.8
.200”.....148.7....113.7.......................... ........138.0......121.3
.300”.....205.1....150.8.......................... ........207.2......170.8
.400”.....243.9....193.5.......................... ........256.6......207.2
.500”.....276.6....215.4.......................... ........291.1......226.9
.600”.....287.7....226.9.......................... ........307.5......232.5
.650”.....287.7....229.7.......................... ........310.7......236.0
Both heads were tested on a 4.030” test bore using a radius flow plate and 1 7/8” stub pipe.
The valve sizes are 2.055”/1.600”. And the runner volumes are 215cc for the intake and 82cc for the exhaust. We currently have two finished chamber sizes, 66cc and 72cc. We have plans in the works to offer a smaller chamber for those needing more compression.
All in all, I’m impressed with Edelbrock’s new cylinder head. The casting has enough material in the ports and chambers to make a variety of port configurations. The head is cast with a thick deck for increased head gasket sealing and they have powered metal valve seats installed. I also really like the fact that Edelbrock has provided ample pushrod clearance and requires no extra machining for aftermarket rocker arms. All rocker boss and exhaust manifold bolt holes are heli-coiled as well. These heads are built around the factory dimensions and are totally interchangeable with stock castings.
We’ll be updating the website with more information very soon. Anyone having any questions about these heads can post up or feel free to contact us directly.
Richard
11-25-2005, 02:45 PM
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Great results, especially getting such solid gains all the way through the power band! One question: Why only 10.5:1 CR? With your cam timing, the dynamic compression ratio would only be ~ 8.1:1, and 9:1 is easily usable even by iron head engines. A static 12:1 or more would still have moderate octane requirements and would punch up the torque and power significantly.
DCR: http://www.rbracing-rsr.com/comprAdvHD.htm (based on 'advertised' duration/timing)
DCR: http://www.rbracing-rsr.com/comprAdvHD.htm (based on 'advertised' duration/timing)
11-25-2005, 08:40 PM
#5
Originally Posted by MadBill
Great results, especially getting such solid gains all the way through the power band! One question: Why only 10.5:1 CR? With your cam timing, the dynamic compression ratio would only be ~ 8.1:1, and 9:1 is easily usable even by iron head engines. A static 12:1 or more would still have moderate octane requirements and would punch up the torque and power significantly.
DCR: http://www.rbracing-rsr.com/comprAdvHD.htm (based on 'advertised' duration/timing)
DCR: http://www.rbracing-rsr.com/comprAdvHD.htm (based on 'advertised' duration/timing)
I had no input on this engine combination, however the truck runs at WOT for extended periods of time and the engine builder feels that the engine runs better at the end of a long run with less c/r. I'm told that the ignition timing was set at 26º. I'm not sure what octane fuel they run on, but I'll check into it.
Whats the pricing on these heads or what heads do they compete against so we can get a ball park?
Richard
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11-26-2005, 11:56 AM
#11
Good numbers Richard, I'll stop by and check them out at PRI.
Or for the average guy, These are STD numbers on a engine dyno.
It's probably over 500rwhp if you dropped it in a 4th gen.
Bret
Originally Posted by gonzo 6.0
Engine dyno or chassi dyno #s?
Originally Posted by Richard@WCCH
Both dyno sessions were on the same Superflow 901 dyno.
These are standard corrected numbers.
These are standard corrected numbers.
It's probably over 500rwhp if you dropped it in a 4th gen.
Bret
11-26-2005, 11:53 PM
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Good gains richard. Now if these head companies would get off there asses and get some cores out we could really get some real world number like this. Hopefully get some numbers on that intake in two, three weeks.
