[77 TRASHCAN]

I bought a set of Kauffman 290 cfm heads (85cc chambers) (used) here some time back. I am getting closer to putting them to use.

I know many have used them on 455's. I was wondering about using them on larger displacement engines...505, 535...?

Engine will likely have HFT cam, shooting for 10.5-11:1 comp ratio (being aluminum heads). I know a roller cam would get more out these heads, a roller may happen...

My car is my 77 TA, gear is a 3.42, automatic trans. street use with the once a year or so 1/4 mile jaunt.

Thanks, in advance!!!

[i82much]

i assume you are planning an aftermarket block? I don't know of any reason they wouldn't work ... people might look at you funny for running a cheap flat tappet in an expensive aftermarket block with aluminum heads, but you're talking to the guy who spends his spare time researching mud flaps and 14" snow tires for his 65 goat, so i'm used to people looking at me funny ...

[77 TRASHCAN]

If Jim Hand wrote his book today, he would likely get questioned about ALL his ideas behind the "Wagon" engine. A 4400 pound LeMans wagon that was running 11.40's, when he quit 1/4 mile racing it, doesn't sound possible, but I've seen it run, many times.

I likely was at Ark City when it made at least one 11.30 pass, in perfect air and conditions...I admire Jim's "simple" approach to doing things, that work!!!

I have some 455 blocks, may use one with the KRE heads.....

[steve25]

The main thing with any head is to utilize its port volume/ port area.
And in fact there’s a couple of ways to get on the right track with doing that.

One easy way is by running enough valve lift, yes you read right!

This involves some simple math and part of the
formula used is the Intake valve size.

The formula for the minimum amount of valve lift is this D/.25.
So for a 2.11” valve to star to well utilize a given port the valve lift needs to be a minimum of .527” .

I can’t think of anything more wasteful of a persons money then to buy any of the aftermarket aluminum heads that can be had for our Pontiacs and only run .480” lift or less!

[Jay S]

IMHO the 290 KRE D ports are some of the most versatile aftermarket heads there are, mostly becuase they have a little smaller port volume than the round ports. Should have flow potential for 600 hp, which is I think is a good place to stop on a stock PMD block. On a 455 for mostly street duty up too 600 HP I would only do with arp main studs. Enough head flow they could certainly run bigger 500+ cubes if that was the desire.

Bullet has a series of HFT cams that are .3468” lobe lift that start around 240* @ .050 and go up to 250+ with the same lobe lift. Pair that profile with some HS 1.65s that typically run closer to 1.7 at the valve and it would be nearly .59ish lift. High rpm profile that does not need to be to overly aggressive on spring pressure. Good candidate for super lube Rhoad’s Vmax lifters. It could be a very quick combo. Not everything needs to be a roller cam.

[slowbird]

Originally Posted by Jay S

IMHO the 290 KRE D ports are some of the most versatile aftermarket heads there are, mostly becuase they have a little smaller port volume than the round ports. Should have flow potential for 600 hp, which is I think is a good place to stop on a stock PMD block. On a 455 for mostly street duty up too 600 HP I would only do with arp main studs. Enough head flow they could certainly run bigger 500+ cubes if that was the desire.

Bullet has a series of HFT cams that are .3468” lobe lift that start around 240* @ .050 and go up to 250+ with the same lobe lift. Pair that profile with some HS 1.65s that typically run closer to 1.7 at the valve and it would be nearly .59ish lift. High rpm profile that does not need to be to overly aggressive on spring pressure. Good candidate for super lube Rhoad’s Vmax lifters. It could be a very quick combo. Not everything needs to be a roller cam.

Do you have any examples of the 290 head making 600hp?

[ta man]

Originally Posted by 77 TRASHCAN

If Jim Hand wrote his book today, he would likely get questioned about ALL his ideas behind the "Wagon" engine. A 4400 pound LeMans wagon that was running 11.40's, when he quit 1/4 mile racing it, doesn't sound possible, but I've seen it run, many times.

I likely was at Ark City when it made at least one 11.30 pass, in perfect air and conditions...I admire Jim's "simple" approach to doing things, that work!!!

I have some 455 blocks, may use one with the KRE heads.....

4025lbs with driver..impressive and an inspiration for many as far as the tuning and attention to details.

[ta man]

Originally Posted by steve25

The main thing with any head is to utilize its port volume/ port area.
And in fact there’s a couple of ways to get on the right track with doing that.

One easy way is by running enough valve lift, yes you read right!

This involves some simple math and part of the
formula used is the Intake valve size.

The formula for the minimum amount of valve lift is this D/.25.
So for a 2.11” valve to star to well utilize a given port the valve lift needs to be a minimum of .527” .

I can’t think of anything more wasteful of a persons money then to buy any of the aftermarket aluminum heads that can be had for our Pontiacs and only run .480” lift or less!

One of my pet peeves...money spent everywhere else on builds and in the end a low lift cam....get the lift above .600 with these heads !

[Jay S]

Originally Posted by slowbird

Do you have any examples of the 290 head making 600hp?

455 based engine with 290 KREs, 10.7 SCR, 250/256 @ .050 Compcams SFT cam, 112 LSA, with 1.72 scorpion rockers, roughly .6” lift after lash was taken out. Hurricane intake and 1000 cfm pro systems carb, 1 7/8” headers…598 HP@5600

[77 TRASHCAN]

Originally Posted by Jay S

455 based engine with 290 KREs, 10.7 SCR, 250/256 @ .050 Compcams SFT cam, 112 LSA, with 1.72 scorpion rockers, roughly .6” lift after lash was taken out. Hurricane intake and 1000 cfm pro systems carb, 1 7/8” headers…598 HP@5600

Wow, That dog will hunt!!!
I'd like to know more specifics about the cam, if possible...

[AG]

Originally Posted by Jay S

455 based engine with 290 KREs, 10.7 SCR, 250/256 @ .050 Compcams SFT cam, 112 LSA, with 1.72 scorpion rockers, roughly .6” lift after lash was taken out. Hurricane intake and 1000 cfm pro systems carb, 1 7/8” headers…598 HP@5600

Wow, I would expect 550-560 Hp out of that combo. Must really be dialed in.

[PAUL K]

Originally Posted by Jay S

455 based engine with 290 KREs, 10.7 SCR, 250/256 @ .050 Compcams SFT cam, 112 LSA, with 1.72 scorpion rockers, roughly .6” lift after lash was taken out. Hurricane intake and 1000 cfm pro systems carb, 1 7/8” headers…598 HP@5600

Well that's close to 600


Nice build!

[tom s]

here is a 585 HP build with a 557 block.Built years ago and is in a 70 GTO still running well but with a alu repo RAIV intake and a QJ.Tom
http://forums.maxperformanceinc.com/...d.php?t=622866

[77 TRASHCAN]

Originally Posted by ta man

One of my pet peeves...money spent everywhere else on builds and in the end a low lift cam....get the lift above .600 with these heads !

Happy Birthday!, Ernie!!!:hoor ay:

[Jay S]

Well…I hope it was dialed in… That was the 54th pull on the dyno. Lol

I think those guys worked with Kaufman’s on that build. The cam was a high torque solid by Kaufman’s with 285/290@.020”. Other pulls were made with different intakes, and smaller headers and carb. The 1 7/8 headers gave a pretty consistent 15 HP bump over 1 3/4s. RPM intake with the bigger headers was 583 HP and gave it freight train low end tq. 560 hp range for a lot of pulls with 1 3/4 headers. It ran 14” of vacuum.

[77 TRASHCAN]

I have wondered since posting this, if anyone has used Kauffman "D" ports on a 535, and what version of those heads were used...?

[Formulajones]

It wouldn't bother me to use them on a 535 if I already had the heads laying there.

That's similar to dad's situation when he built his 571. He stuck the Edelbrock round ports he already had from a previous engine on there. Same thing I would have done.

Contrary to what others may say, the Edlebrock round ports aren't big heads either by any means. They started out as ported 330 cfm heads from Kauffman.
Granted he ended up having Tony Bischoff port them to flow around 360 cfm but for all intensive purposes they are honestly still a bit on the small side for a 571. It still dyno'd with peak tq of 764 at 4,000 rpm and hp peaked at 5700 (724). It held over 700 ft lbs. for the entire pull. It basically has torque everywhere.
For a street engine on a small tire a bigger head would have helped to soften the low end a bit for a little more up top, which is more manageable. His biggest problem with it has been finding a torque converter that will grab a hold of it.

Personally I wouldn't have an issue with the Kauffman 290 d ports on a 535. For a street car you likely wouldn't be putting a big enough cam in it to spin it anyway and the torque throughout the curve would be absolute fun to drive. I think it would make a great sleeper engine. Doctor up the heads to look stock, paint em' and run a stock type intake on it, then terrorize everyone you come across.

If I had the means for one of the blocks, that's exactly what I'd build for the Firebird and dress it up right down to the RA exhaust manifolds and make it look like the RAIII that's in it now.
The really neat thing about engines like this is that making 600-650+ HP is much easier with a small camshaft and really makes the thing so docile to drive on the street that no one is the wiser.

[Steve C.]

The subject of a 535 with the small 290 cfm heads reminds me of this comment.....

"The larger stroke engine will be sensitive to under-flowing heads. To illustrate, grab a bicycle tire pump some time, and first try to operate it as quickly as you can. Then, slow down the pumping action. You will notice that it is far easier to move the pump handle slowly. Your engine is no different- slow down the piston, and the engine has less work to do. Again, this situation is aggravated by high RPM conditions. The important thing to remember is that no matter how fast or slow the piston goes, the engine moves exactly the same amount of gasses during the same number of crank degrees."


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