can these barely ported 241 heads make any power?
12-28-2008, 03:24 PM
#1
can these barely ported 241 heads make any power? these heads do have 2.02 Ferrera intake valves to get a better valve job. Stock exh. vavles though.
THe heads are milled .015 for around 10.6 compression on a stock bottom end with stock head gaskets. Can they make good power and Perform well on a 3700 lb car?
Rest of Combo includes f13 cam on a 112lsa +4 ,fast 90 int. Nw tb. Asp underdrive pulley, Edelbrock longtubes with cutout just behind y pipe and then going into a Edelbrock catback.
Rear is a 12 bolt with 4.11 gears .
What do you think of these heads? Would you Run them or are they worth going to over stock?
THe heads are milled .015 for around 10.6 compression on a stock bottom end with stock head gaskets. Can they make good power and Perform well on a 3700 lb car?
Rest of Combo includes f13 cam on a 112lsa +4 ,fast 90 int. Nw tb. Asp underdrive pulley, Edelbrock longtubes with cutout just behind y pipe and then going into a Edelbrock catback.
Rear is a 12 bolt with 4.11 gears .
What do you think of these heads? Would you Run them or are they worth going to over stock?
Last edited by AINT SKEERED; 12-28-2008 at 03:33 PM.
12-28-2008, 08:35 PM
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big flow #s alone doesn't mean the heads will make more power..and as with dynos, flow #s will vary from different models of flow benches..
i've seen a 243 head that moved a little over 270cfm make more power than a 300+cfm head..
what happens on a steady state flow bench is far removed from what happens in a running engine..
i've seen a 243 head that moved a little over 270cfm make more power than a 300+cfm head..
what happens on a steady state flow bench is far removed from what happens in a running engine..
12-28-2008, 08:45 PM
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big flow #s alone doesn't mean the heads will make more power..and as with dynos, flow #s will vary from different models of flow benches..
i've seen a 243 head that moved a little over 270cfm make more power than a 300+cfm head..
what happens on a steady state flow bench is far removed from what happens in a running engine..
i've seen a 243 head that moved a little over 270cfm make more power than a 300+cfm head..
what happens on a steady state flow bench is far removed from what happens in a running engine..
Not that it matters now as his are already ported. But from the looks of the numbers they were just cleaned up, it deff. could not hurt. In this case it appears the larger valves are the main thing that contributed to the increased flow. That alone is a proven thing.
Last edited by djsanchez2; 12-28-2008 at 08:52 PM.
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12-28-2008, 09:30 PM
#9
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Not saying that it does, but their head design has proven results. They do make power, that's the only reason i recommended them, plus they are a sponsor
Not that it matters now as his are already ported. But from the looks of the numbers they were just cleaned up, it deff. could not hurt. In this case it appears the larger valves are the main thing that contributed to the increased flow. That alone is a proven thing.
Not that it matters now as his are already ported. But from the looks of the numbers they were just cleaned up, it deff. could not hurt. In this case it appears the larger valves are the main thing that contributed to the increased flow. That alone is a proven thing.
12-29-2008, 08:04 AM
#10
Thats all that is done is bowl work, bigger intake valves and blending in the new valve job. ON the Exhaust they are ported real nice with a stock valve and a valve job.
i already know what these heads can do , I just want to see who all thinks that bigger flow numbers always means more hp and quicker times.
These are the heads that have been on my car for 6 years and when I had them done, Don at Diamond engines told me he was looking for tq as my car was full weight with a small cam at the time( hammer cam 222/222- .566/.566 112 lsa +4) and if I was not spinning to the moon then there was no reason to port the runners . "Its not how much you take out, its where you take it out. "
I went 11.62 at 119 in a full weight 3700 lb Trans am with 17's all the way around , mac headers and a ls6 intake ON Nittos .
I went 11.38 @ 121.3 with skinnies on the front and an f13 cam as the only swap.
THen I went 122.3 mph after changing to the fast 90 setup and edelbrock headers but the trans was not shifting good any more so I never beat my ET but picked up mph.
Now with these same heads on my 6.0 lq4 shortblock,f14 cam in place of the f13 and only 10.3/1 compression at 3800+ lbs the car trapped 121 mph and ran 11.61 with a shitty 60 ft on Nittos (1.77) .
Just wanted to point out that bigger is not always better. Same with the cam, Heavy car and a race cam is not the best combo.
Dyno results in my sig are from the stock shortblock and f13 cam with these heads and a fast 90 intake and Edelbrock exh. Headers all the way back is Edelbrock.
I backed these numbers up on thunders Dyno since it was first dynoed at Futral .
i already know what these heads can do , I just want to see who all thinks that bigger flow numbers always means more hp and quicker times.
These are the heads that have been on my car for 6 years and when I had them done, Don at Diamond engines told me he was looking for tq as my car was full weight with a small cam at the time( hammer cam 222/222- .566/.566 112 lsa +4) and if I was not spinning to the moon then there was no reason to port the runners . "Its not how much you take out, its where you take it out. "
I went 11.62 at 119 in a full weight 3700 lb Trans am with 17's all the way around , mac headers and a ls6 intake ON Nittos .
I went 11.38 @ 121.3 with skinnies on the front and an f13 cam as the only swap.
THen I went 122.3 mph after changing to the fast 90 setup and edelbrock headers but the trans was not shifting good any more so I never beat my ET but picked up mph.
Now with these same heads on my 6.0 lq4 shortblock,f14 cam in place of the f13 and only 10.3/1 compression at 3800+ lbs the car trapped 121 mph and ran 11.61 with a shitty 60 ft on Nittos (1.77) .
Just wanted to point out that bigger is not always better. Same with the cam, Heavy car and a race cam is not the best combo.
Dyno results in my sig are from the stock shortblock and f13 cam with these heads and a fast 90 intake and Edelbrock exh. Headers all the way back is Edelbrock.
I backed these numbers up on thunders Dyno since it was first dynoed at Futral .
12-29-2008, 08:34 AM
#11
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Thats all that is done is bowl work, bigger intake valves and blending in the new valve job. ON the Exhaust they are ported real nice with a stock valve and a valve job.
i already know what these heads can do , I just want to see who all thinks that bigger flow numbers always means more hp and quicker times.
These are the heads that have been on my car for 6 years and when I had them done, Don at Diamond engines told me he was looking for tq as my car was full weight with a small cam at the time( hammer cam 222/222- .566/.566 112 lsa +4) and if I was not spinning to the moon then there was no reason to port the runners . "Its not how much you take out, its where you take it out. "
I went 11.62 at 119 in a full weight 3700 lb Trans am with 17's all the way around , mac headers and a ls6 intake ON Nittos .
I went 11.38 @ 121.3 with skinnies on the front and an f13 cam as the only swap.
THen I went 122.3 mph after changing to the fast 90 setup and edelbrock headers but the trans was not shifting good any more so I never beat my ET but picked up mph.
Now with these same heads on my 6.0 lq4 shortblock,f14 cam in place of the f13 and only 10.3/1 compression at 3800+ lbs the car trapped 121 mph and ran 11.61 with a shitty 60 ft on Nittos (1.77) .
Just wanted to point out that bigger is not always better. Same with the cam, Heavy car and a race cam is not the best combo.
Dyno results in my sig are from the stock shortblock and f13 cam with these heads and a fast 90 intake and Edelbrock exh. Headers all the way back is Edelbrock.
I backed these numbers up on thunders Dyno since it was first dynoed at Futral .
i already know what these heads can do , I just want to see who all thinks that bigger flow numbers always means more hp and quicker times.
These are the heads that have been on my car for 6 years and when I had them done, Don at Diamond engines told me he was looking for tq as my car was full weight with a small cam at the time( hammer cam 222/222- .566/.566 112 lsa +4) and if I was not spinning to the moon then there was no reason to port the runners . "Its not how much you take out, its where you take it out. "
I went 11.62 at 119 in a full weight 3700 lb Trans am with 17's all the way around , mac headers and a ls6 intake ON Nittos .
I went 11.38 @ 121.3 with skinnies on the front and an f13 cam as the only swap.
THen I went 122.3 mph after changing to the fast 90 setup and edelbrock headers but the trans was not shifting good any more so I never beat my ET but picked up mph.
Now with these same heads on my 6.0 lq4 shortblock,f14 cam in place of the f13 and only 10.3/1 compression at 3800+ lbs the car trapped 121 mph and ran 11.61 with a shitty 60 ft on Nittos (1.77) .
Just wanted to point out that bigger is not always better. Same with the cam, Heavy car and a race cam is not the best combo.
Dyno results in my sig are from the stock shortblock and f13 cam with these heads and a fast 90 intake and Edelbrock exh. Headers all the way back is Edelbrock.
I backed these numbers up on thunders Dyno since it was first dynoed at Futral .
"it's not how much you take out,it's where you take it out"..best info about porting i've seen in awhile on here..
12-29-2008, 10:49 AM
#13
You can really see the effect of the larger valves in mid lift flow. As soon as the valve is off the seat they really work. I think the port itself is holding the flow back at higher lifts. I would think these heads would work well with a smaller cam. Should be good on the street.
02-10-2009, 04:10 PM
#15
I know exactly what he's doing...he's proving that a well ported head will meet or
beat a head that flows 300 cfm and cost twice as much. Ask any good engine builder and
he'll tell you that to take full advantage of 300cfm on a 346cid motor you need to
spin it close to 7,000 rpm or more. Thats why 270 cfm heads will peak sooner and you dont
have to spin the motor to the moon to get full use out of a head. Good job.
beat a head that flows 300 cfm and cost twice as much. Ask any good engine builder and
he'll tell you that to take full advantage of 300cfm on a 346cid motor you need to
spin it close to 7,000 rpm or more. Thats why 270 cfm heads will peak sooner and you dont
have to spin the motor to the moon to get full use out of a head. Good job.
02-16-2009, 10:37 AM
#17
I know exactly what he's doing...he's proving that a well ported head will meet or
beat a head that flows 300 cfm and cost twice as much. Ask any good engine builder and
he'll tell you that to take full advantage of 300cfm on a 346cid motor you need to
spin it close to 7,000 rpm or more. Thats why 270 cfm heads will peak sooner and you dont
have to spin the motor to the moon to get full use out of a head. Good job.
beat a head that flows 300 cfm and cost twice as much. Ask any good engine builder and
he'll tell you that to take full advantage of 300cfm on a 346cid motor you need to
spin it close to 7,000 rpm or more. Thats why 270 cfm heads will peak sooner and you dont
have to spin the motor to the moon to get full use out of a head. Good job.
That is what I was doing with this thread. you hit the nail on the head.
My lq4 that is in my car now ran 121 mph in full street trim with the f14 cam that is in it now . That is at 3800 + lbs race weight.
My Nova has 5.3 heads on my old ls1 engine with 11.64/1 compression. These heads have more port work then the 241's but smaller valves( 2.0int/1.60 exh) . they only flow 283 on the intake side. I will have times on the 28th at pinks all out at No Problem raceway. it already went 10.96 at 120.96 but still was not tuned in right and had lots of issues to take care of. however, it should run as it weighs2700 with me in in it
