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#1
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455 build, for 65 gto , new member
the 455 is a 73 with4x-1h heads, 114 cc, listed at 8 cr,
i want to get some cat iron heads that would increase cr any recommendations? i do have #13 set, #62 set, old 421 heads the #62 heads seem to have most potential, not sure that the cr would be too much 1965 gto 389 tri power, auto, 355 gears 1965 gto currently a 400, 4 sp soon to have 455 paula |
#2
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6X #4`s would be good on that engine as the 13`s or 62`s would need a dished piston to run on pump gas.
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#3
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Are you looking to totally rebuild the engine, or just bolt on some different heads? As stated above ^ you'd need dished pistons to use the 13 or 62 heads and run pump gas.
How much power are you wanting? I have a 455 with 114cc heads, pistons over 0.020" in the hole and 0.030" over CHEAP pistons (built by previous owner) with the beveled outer edge - so I'm under 8.0:1 cr. But with a cam I designed and a set of Tri-Y headers, it runs surprisingly well. With a stock torque converter and 3.08 gears, it will smoke the tires from idle (no powerbrakeing needed). And it runs on 87 octane with no problem at all.
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'73 T/A (clone). Low budget stock headed 8.3:1 455, 222/242 116lsa .443/.435 cam. FAST Sportsman EFI, 315rwhp/385rwtq on 87 octane. 13.12 @103.2, 1.91 60'. '67 Firebird [sold], ; 11.27 @ 119.61, 7.167 @ 96.07, with UD 280/280 (108LSA/ 109 ICL)solid cam. [1.537, 7.233 @93.61, 11.46 @ 115.4 w/ old UD 288/296 108 hydraulic cam] Feb '05 HPP, home-ported "16" D-ports, dished pistons (pump gas only), 3.42 gears, 275/60 DR's, 750DP, T2, full exhaust My webpage http://lnlpd.com/home |
#4
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horsepower to 400
i wanted to use 455 pistons, the cam bearings are shot, haven't got to mains as yet, stock rods and a 068 cam, new rockers, etc trying to be as cost conscious as possible how about milling the 4x-1h heads down to increase cr? thanks for response paula |
#5
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4X heads are to prone to cracking. The 6X-4s, even in their stock 92cc form, will raise your C/R to a decent level(9.3:1). I would use the 041 cam or an 041 clone with Rhodes lifters and the 1.65:1 rockers.
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It takes considerable knowledge just to realize the extent of your own ignorance. Dr. Thomas Sowell Last edited by hurryinhoosier62; 07-31-2019 at 12:14 PM. |
#6
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The 13 castings or the 62s are the only ones you should only be concidering out of what you have .
These two heads have close to the same chamber size and since the use of either casting will call for a dished piston I would go with the 13 casting since it's Exh port in stock form is better flowing then the 62.
__________________
Wernher Von Braun warned before his retirement from NASA back in 1972, that the next world war would be against the ETs! And he was not talking about 1/8 or 1/4 mile ETs! 1) 1940s 100% silver 4 cup tea server set. Two dry rotted 14 x 10 Micky Thompson slicks. 1) un-mailed in gift coupon from a 1972 box of corn flakes. Two pairs of brown leather flip flops, never seen more then 2 mph. Education is what your left with once you forget things! |
#7
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look here, better performance cooler temps Twisted rear axles
http://forums.maxperformanceinc.com/...d.php?t=824649
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#8
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eric
thanks for the offer, way out of my range at this point, but they r sweet
paula |
#9
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Realistically the #13 and #62 heads you have are better. But, they will pretty much require a dished piston which adds expense. While some have done it, I was never able to get my #62 headed +.030 455 to run on anything less than 100 octane and I have the benefit of living 4500 ft above sea level.
If you're able to share what your approximate budget is, it would be helpful in providing better advise. If this is really a budget build and there isn't room for a dished piston upgrade, than talking about the #13's or #62's on this engine is probably the wrong direction. If you have access to quality pump E85 and are willing to put the work into the fuel system to support that, the better #13 and #62 casting heads you have may end up working well.
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-Jason 1969 Pontiac Firebird |
#10
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Quote:
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#11
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You could swap those desirable heads for some 6x4s. Those 13s and 62s are good 400 builds heads
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#12
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Quote:
I'm making assumptions that the heads the OP currently has are ready to go.
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-Jason 1969 Pontiac Firebird |
#13
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Some of you guys do not understand the concept of a STRICT budget. The 6X-4s will give the best “bang” for the bucks WITHOUT “breaking the bank” on forged dished pistons. Not every one enjoys hauling Avgas or racing gasoline around in 5 gal containers.
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It takes considerable knowledge just to realize the extent of your own ignorance. Dr. Thomas Sowell |
#14
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Even a set of the less expensive 6x-8 400 heads would be a good upgrade, normally somewhere around 101 to 105cc chamber volume. With a cleanup cut they'd put your compression at a nice 9:1 ratio, plenty of compression to add some pep and be able run whatever premium pump gas you might find and would tolerate regular in a pinch if premium isn't available.
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1964 Tempest Coupe LS3/4L70E/3.42 1964 Le Mans Convertible 421 HO/TH350/2.56 2002 WS6 Convertible LS1/4L60E/3.23 |
#15
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Quote:
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1977 Black Trans Am 180 HP Auto, essentially base model T/A. I'm the original owner, purchased May 7, 1977. Shut it off Shut it off Buddy, I just shut your Prius down... |
#16
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Precisely. The reason why I like the -4s is they start with a smaller chamber, reducing the milling needed to reduce the chamber size.
__________________
It takes considerable knowledge just to realize the extent of your own ignorance. Dr. Thomas Sowell |
#17
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Quote:
The difference between this set up and the factory 29,000 mile stock 7.6 : 1 455 is night and day.
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Two 1975 455 Grandvilles & '79 455 Trans Am 69 Camaro SS 396/375 (owned since 88) 22 Toyota Sequoia V8 23 Lexus LS500 awd 95 Ford F-super duty 4wd 7.3 p-stroke & countless Jeeps & off road vehicles. |
#18
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Lets be realistic here folks , I mean come on!!
Any cast iron Head the op uses will need to get rebuilt to one degree or another unless he is able to latch on to a all ready rebuilt( and at a great price ) 6X- 4 casting , a 5C-4 casting of something like a 1971 casting 96 casting. The Block will likley need a rebore unless it's very low milage ,so right there the dished forged Pistons come into the picture and the compression issue of running his 62 or 13 heads becomes a moot point! Eric one thing to keep in the forefront of your mind is that when your on budget and even more so when your dealing with the long stroke of a 455 its the smart thing to do to dump as much money as you can into the short block as in good Forged Pistons and Rods also if you can. This way you can maybe run some crummy heads for a while , but not have to rip the block out of the car , just step up to better running heads when your wallet allows it . Pontiac heads stand up to a lot of miles with little ware if they have had regular oil changes so one of your casting may just need new valve stem O rings and a .060" shim under each spring and they will be ok for you and the 068 Cam. In fact I would not be surprised if you could get a easy 2 years out of them while you save up for getting a full rebuild done to the other set of heads.
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Wernher Von Braun warned before his retirement from NASA back in 1972, that the next world war would be against the ETs! And he was not talking about 1/8 or 1/4 mile ETs! 1) 1940s 100% silver 4 cup tea server set. Two dry rotted 14 x 10 Micky Thompson slicks. 1) un-mailed in gift coupon from a 1972 box of corn flakes. Two pairs of brown leather flip flops, never seen more then 2 mph. Education is what your left with once you forget things! Last edited by steve25; 08-01-2019 at 06:09 AM. |
#19
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to all
guys
thanks to all that have given support, now i'm confused a bit, not unusual for a Canadian. i like the idea of using smaller cc heads, say 100 cc, i believe that would be a managable cr i raced this in the 80's, with good results, in street trim, i'm looking for that power out of the hole and if i can achieve will be quite happy. thanks again to all paula great site, good advice from knowledgeable members |
#20
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The 068 is NOT a big cam.
The gains from going from 8.0:1 to 9.0:1 with this cam will be marginal, no where near as much as we'd see if something like an 041 cam was being used. I have less compression and a larger cam in my own 455. With a stock torque converter and a 3.08 posi, I can smoke the tires off idle with ease. Runs fine on 87 octane, doesn't overheat, and is reliable. If it isn't being built to race, then no need to push the limits.
__________________
'73 T/A (clone). Low budget stock headed 8.3:1 455, 222/242 116lsa .443/.435 cam. FAST Sportsman EFI, 315rwhp/385rwtq on 87 octane. 13.12 @103.2, 1.91 60'. '67 Firebird [sold], ; 11.27 @ 119.61, 7.167 @ 96.07, with UD 280/280 (108LSA/ 109 ICL)solid cam. [1.537, 7.233 @93.61, 11.46 @ 115.4 w/ old UD 288/296 108 hydraulic cam] Feb '05 HPP, home-ported "16" D-ports, dished pistons (pump gas only), 3.42 gears, 275/60 DR's, 750DP, T2, full exhaust My webpage http://lnlpd.com/home |
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