Edelbrock D ports
 

Does anyone have any real world experience with these heads right out of the box?

:popcorn:

"In my final analysis, the Edelbrock cylinder head right out of the box has the ability to produce around 535 hp when matched with a more aggressive cam profile and a slightly higher compression ratio. I may be wrong, but the cam grind may need the intake valve opened a little earlier and the duration increased along with the overlap to help scavenging."

Read more: http://www.hotrod.com/how-to/engine/...#ixzz3Wv0olkWm


A fwiw, don't trust the advertised spring pressure as delivered. My suggestion would be to measure the actual installed height and have a few springs tested. Make sure they are adequate for the intended cam.
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Thanks for the info.Was wondering if anyone had bolted a set on and went to the track for some real testing .

Sort of related....

I have a local friend that many years ago had a street/ strip 455 based combo with 6x iron cylinder heads in use. The heads were 'cleaned up', gasket matched and pocket ported. I don't remember any actual flow numbers or the compression ratio. He was using a 235 @ .050" hydraulic flat tappet cam with 0.550" lift and a 110 lobe separation, Performer RPM intake, a worked Q-jet and 1-3/4" headers. At the time he had a Richmond 5-speed in the car, probably around 3750 lbs empty and running 12.70's at the track.

Not long after Edelbrock introduced their cylinder heads for Pontiac he bought a set for his car. They were used out of the box, no port work. For the most part no changes were done when he put on the Edelbrock heads except for the header design, but they were still 1-3/4". The same intake manifold, carb and cam were used. He didn't even move the distributor during the change !

After the change in cylinder heads it picked up about 1/2-second at the track.

Now this is not apples-to-apples because he used the older style Edelbrock cylinder head, but I thought it might be of interest.


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