[rod cole]

Are there articles videos or general guide lines to porting these heads. Just looking for 315 cfm or so. Thanks Rod

[steve25]

What intake manifold will you be running?

What size motor are they being bolted onto?

How much HP are you looking to make?

What's the weight of the car?

What's The rear gearing of the car?

How much does the car weight with you in it?

[rod cole]

.030 455 flat tops ,eddy rpm intake 1961 tempest 3700 # ,overdrive trans 3.89 gears something like the old faithful cam. would love 600 hp

[chuckies76ta]

Originally Posted by rod cole

.030 455 flat tops ,eddy rpm intake 1961 tempest 3700 # ,overdrive trans 3.89 gears something like the old faithful cam. would love 600 hp

I made 600 h/p with 2-455 engines using Dave's stump puller cams. KRE d-port heads. I tried an RPM intake and Torker 2 and both were the same. I settled on the Torker 2 intake. Engine also made 600 torque.

[Steve C.]

OK, the subject of the KRE head has been brought up. Now relating the difference in intake runner volume between the KRE head and the Edelbrock head. The Edelbrock head having the larger intake runner volume.

I believe it was steve25 years ago that made a statement that one would need more intake duration as the runner volume increased to make the similar amount of power at the same or similar peak power rpm. Or something to that affect.
I don't remember how many degrees increase he mentioned, not much though.

As an example... I have dyno sheets for two different engine combos that are so similar you might say they were the "same". One with unported KRE D-port heads and another with 87cc Edelbrock heads with a slight 'clean up' only, almost stock. Both used Crower hyd flat tappet cams. The KRE combo made 502 hp at 5300 rpm with 231 degrees intake duration. The Edelbrock combo made 509 hp at 5300 rpm and used 236 degrees intake duration. This might support the statement above about runner volume and increased duration.

A fwiw, Tom Schlauch has often reported with his combos that a 455 with KRE 290 D ports, 245 degree intake w/ 252 degree exhaust & .4000" lobe lift hyd roller cam were in the 550-600 HP range depending on intake and carbs.


.

[PAUL K]

Originally Posted by Steve C.

As an example... I have dyno sheets for two different engine combos that are so similar you might say they were the "same". One with unported KRE D-port heads and another with 87cc Edelbrock heads with a slight 'clean up' only, almost stock. Both used Crower hyd flat tappet cams. The KRE combo made 502 hp at 5300 rpm with 231 degrees intake duration. The Edelbrock combo made 509 hp at 5300 rpm and used 236 degrees intake duration. This might support the statement above about runner volume and increased duration.

A fwiw, Tom Schlauch has often reported with his combos that a 455 with KRE 290 D ports, 245 degree intake w/ 252 degree exhaust & .4000" lobe lift hyd roller cam were in the 550-600 HP range depending on intake and carbs.


.

Steve were these two examples ran on the same dyno?

[Steve C.]

No Paul they were not the same dyno. I wish they were.

"Imo more running volume/flow will require less cam not more."

Ok, that is the opposite of what I stated. Thanks for the input because I'd sure like to clarify the situation.

And now that I think about it I believe Tom S has mentioned Joe Sherman said the better the head the less cam needed, or something like that.


Other opinions ?

.

[ponjohn]

Originally Posted by Steve C.

OK, the subject of the KRE head has been brought up. Now relating the difference in intake runner volume between the KRE head and the Edelbrock head. The Edelbrock head having the larger intake runner volume.

I believe it was steve25 years ago that made a statement that one would need more intake duration as the runner volume increased to make the similar amount of power at the same or similar peak power rpm. Or something to that affect.
I don't remember how many degrees increase he mentioned, not much though.

As an example... I have dyno sheets for two different engine combos that are so similar you might say they were the "same". One with unported KRE D-port heads and another with 87cc Edelbrock heads with a slight 'clean up' only, almost stock. Both used Crower hyd flat tappet cams. The KRE combo made 502 hp at 5300 rpm with 231 degrees intake duration. The Edelbrock combo made 509 hp at 5300 rpm and used 236 degrees intake duration. This might support the statement above about runner volume and increased duration.

A fwiw, Tom Schlauch has often reported with his combos that a 455 with KRE 290 D ports, 245 degree intake w/ 252 degree exhaust & .4000" lobe lift hyd roller cam were in the 550-600 HP range depending on intake and carbs.


.

KRE has achieved 545 hp with unported d-ports. There are a few dyno sessions shown on FB.

[Steve C.]

OK, and what was involved, and presume more than 231 degrees duration ! How does that relate to more or less camshaft vs intake runner volume ?

.

[71 Goatman]

Wow, 600/600 with the Stump Puller. What compression and exhaust were you using?
I have a a 462, 10.5:1, Cliff Q-jet, Ram Air 2.5” exhaust manifolds, RPM intake, made 505hp / 570TQ with a HFT 236/244 @ .050 with 1.65 HS roller rockers. Would be will I get to update cam and exhaust If I could gain another 70 - 80 HP.
Thanks

[chuckies76ta]

Originally Posted by 71 Goatman

Wow, 600/600 with the Stump Puller. What compression and exhaust were you using?
I have a a 462, 10.5:1, Cliff Q-jet, Ram Air 2.5” exhaust manifolds, RPM intake, made 505hp / 570TQ with a HFT 236/244 @ .050 with 1.65 HS roller rockers. Would be will I get to update cam and exhaust If I could gain another 70 - 80 HP.
Thanks

My apologies. The cam we used was called Road Paver. 246/252. Dave had 3 cams. Old Faithful, Stump Puller, and Road Paver.



We did 2-468 early 4 bolt blocks. We used Crower Solid roller lifters on Hydraulic Cams. both used 950 quickfuel carbs with torker 2 intakes port matched to heads. 3" mandrel Exhaust right out tailpipes with X over. Headers on both were Doug's 1-3/4". I believe compression was 10.5-1. Also use 1.5 Roller rockers.

[71 Goatman]

Originally Posted by chuckies76ta

My apologies. The cam we used was called Road Paver. 246/252. Dave had 3 cams. Old Faithful, Stump Puller, and Road Paver.



We did 2-468 early 4 bolt blocks. We used Crower Solid roller lifters on Hydraulic Cams. both used 950 quickfuel carbs with torker 2 intakes port matched to heads. 3" mandrel Exhaust right out tailpipes with X over. Headers on both were Doug's 1-3/4". I believe compression was 10.5-1. Also use 1.5 Roller rockers.

Thanks for clarifying, one more question……..what was vacuum @ idle?

[blueghoast]

Originally Posted by chuckies76ta

My apologies. The cam we used was called Road Paver. 246/252. Dave had 3 cams. Old Faithful, Stump Puller, and Road Paver.



We did 2-468 early 4 bolt blocks. We used Crower Solid roller lifters on Hydraulic Cams. both used 950 quickfuel carbs with torker 2 intakes port matched to heads. 3" mandrel Exhaust right out tailpipes with X over. Headers on both were Doug's 1-3/4". I believe compression was 10.5-1. Also use 1.5 Roller rockers.

Any dyno sheets, Would like to see?

GT

[ta man]

Originally Posted by 71 Goatman

Wow, 600/600 with the Stump Puller. What compression and exhaust were you using?
I have a a 462, 10.5:1, Cliff Q-jet, Ram Air 2.5” exhaust manifolds, RPM intake, made 505hp / 570TQ with a HFT 236/244 @ .050 with 1.65 HS roller rockers. Would be will I get to update cam and exhaust If I could gain another 70 - 80 HP.
Thanks

Send your heads to SD for the 310cfm package and run his OF 2.0 cam that will get the 70 to 80 hp and have great street manners and plenty of vacuum.

[steve25]

You will need 290 cfm to hit that 600 hp target, not 315 so that makes the port work needed a tad easier.

With iron D ports that I ported to 280 cfm for a 10.75 comp 400 I have made a dynoed 580 hp, so 600 hp with 290 cfm and the far bigger port volume of the E heads should be cake!

Basically all you should need to do porting work wise with those is to do a light bowl blend job, cut back the head bolt boss that sticks out into each runner by 1/2 of what's there now, and raise the roof from above the crown of the short turn by .045 and then blend that to a RA4 gasket height at the flange.

The wild card here is the air flow limit of the rpm Intake.

[Richie Hoffman]

real world build tested at track 1962 catalina .030 455 87 cc ported e heads probably flow around 300 10.5 to 1 comp bullet hyd roller cam 234 238!@.050 600 lift rpm intake 1000 cfmquick fuel carb 10 inch converter 3.42 gear thru full exhaust drag radial rear tire has gone 11.68 @115 street car. weighs over 4000lbs

[i82much]

Originally Posted by Richie Hoffman

real world build tested at track 1962 catalina .030 455 87 cc ported e heads probably flow around 300 10.5 to 1 comp bullet hyd roller cam 234 238!@.050 600 lift rpm intake 1000 cfmquick fuel carb 10 inch converter 3.42 gear thru full exhaust drag radial rear tire has gone 11.68 @115 street car. weighs over 4000lbs

bet that big SOB has surprised some newer cars at the stop light.

[slowbird]

Imo more running volume/flow will require less cam not more.

[slowbird]

Just a fwiw, more cfm = more velocity. So bigger ports can have as much or more velocity than smaller ports

[pastry_chef]

Originally Posted by slowbird

more cfm = more velocity. So bigger ports can have as much or more velocity than smaller ports

For sure.
There are many ways to evaluate, one is CFM / Sq.inch.
The CSA must also be well matched to displacement and RPM range. Displ and RPM are major factors in pressure differential - how hard the engine will demand from the port.