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#1
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OK guys - feast your eyes on . . .
some 370I / 250E KRE D-port cylinder heads.
Chamber and port magic performed by none other than my good friend Dan Barton of Westside Machine here in Houston. Dan ordered the heads from KRE semi-finished - sans guides, seats and pushrod holes. These heads are going on another good friend's (Walter Lansing) new engine for his '64 Tempest. More details to follow, Walter's car is gonna FLY!
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Regards, "455HO" Lloyd 2008 GMC Sierra Denali 2WD Crew, L92 6L80E, Silver w/ Ebony guts, 14.26 @ 98 |
#2
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Those are some impressive flow numbers. Good luck on the rest of the motor. Keep us posted.
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#3
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five more pics . . .
Valve sizes are 2.200 and 1.660 IIRC. Flow numbers are @ 28", .700" lift on a calibrated Superflow bench on a 4.185" bore. Walter is running header adapter plates and 2" primary headers. Dan Barton ported Victor intake.
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Regards, "455HO" Lloyd 2008 GMC Sierra Denali 2WD Crew, L92 6L80E, Silver w/ Ebony guts, 14.26 @ 98 |
#4
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not sure but it looks as though he took a little too much meat out of the two exhaust ports on the first pic, on the first set of pics
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#5
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Quote:
That's why you can see he threaded two aluminum bolts in the stock location bolt holes and re-surfaced them flush. He's going to be drilling and tapping new holes further apart and corresponding wider new holes in the header adapter plates.
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Regards, "455HO" Lloyd 2008 GMC Sierra Denali 2WD Crew, L92 6L80E, Silver w/ Ebony guts, 14.26 @ 98 |
#6
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Quote:
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LIFT HEAVY, LIFE IS TOO SHORT TO BE SMALL! |
#7
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Lloyd-
Do you have the entire flow sheet? What comb chamber size? Solid roller? John |
#8
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poped into the ext. bolt hole, no big deal happens all the time if anything press in a sleeve
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www.pro-touringf-body.com |
#9
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Lloyd,
You b@st@rd how dare you handle my heads before I get to see them....ha ha Pon jon, I think they started as 85 but the chambers were larger than the bore so had to be welded and reshaped. The cam is a solid roller 276/274 735.
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1964 Tempest 9.73 @ 136.9, 525, Kaufman D-Ports, Pump Gas 3670 W/Driver. In the 9's on pump gas! |
#10
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Looks like to much was taken out!Looks like he epoxied the intake side.To much meat taken for my taste
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#11
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Walter,
looks like your stepping up to the next level, >Pilot< ... Good luck, it ought to fly. All it takes at cubic dollars !!! Be putting on airfoils next... May-bee they won't notice it on the runway... get a few runs in at the shop. John
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Beers Bikes Babes and Pontiacs Rule!!! 63 Lemans in the 9's race 66 GTO HT Cruiser 06 Triumph Rocket III TURBO! 2300 CC Bad boy KTM 525 Dirt Terrorizer POLARIS 900 RZR 10 GMC SLT Duramax Haul anything anywhere http://www.facebook.com/profile.php?...app_2392950137 |
#12
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Rumor has it that Dan has gotten 430cfm out of KRE HP heads also .
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#13
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HMMMMMM................ I wonder who's head that is............... I head about that!!!!!!!
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1964 Tempest 9.73 @ 136.9, 525, Kaufman D-Ports, Pump Gas 3670 W/Driver. In the 9's on pump gas! |
#14
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The 2" primary headers is going to cost you 20-30 hp. Step the size up to at least 2 1/8". A step header would be a help too. That is great flow numbers on the intake. Mine were 340-343. My exhaust is 248 but with stock bolt locations.
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#15
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Quote:
John |
#16
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Ponjohn for me displacement/rpm range has been what seemed to matter. A small cam 350/400 does ok with 1 5/8 . basic street perf cam on a 400 1 3/4 does ok 455 street perf cam1 7/8 fine Step up to Race and 1 7/8 for the 400 2" for a 455 become minimums (if your not a tractor motor setup like Jim hands deal) I would want at least a 2.25 minimum on a 505.
Just an opinion but if using flow as a guide I would use the intake flow. (more in more needs to go out) I think most of us have seen the flow bench differences on exhaust between pipe and no pipe extension. Dont need your exhaust actin like a govenor. Wonder if anyones got a guesstimator already worked out based on flow numbers? |
#17
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The epoxy in the intake port is to fill in the void behind the guide to stop fluidic switching and to repair a dip in the intake floor that each port has... it could have been polished and the dip left in there but I didnt care for the imperfection in the casting, the head had some core shift and that is why it broke though in the one exhaust port. The camshaft is a 267-276 @ .050 solid roller .735 intake lift with a 1.7 rocker and .695 lift with a 1.6 on the exhaust.
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#18
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that is a very nice set of heads. biased port floors, i see the pro stock trick in the bowl too...., is that a 50* seat?
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1963 Cat SD Clone (old school) streeter 1964 GTO post coupe, tripower, 4speed (build) 1965 GTO 389 tripower, 4 speed, driver 1966 GTO dragcar 1966 GTO Ragtop 1969 Tempest ET clone street/strip 1969 GTO Judge RA lll, auto 1969 GTO limelight Conv. 4speed go and show (sold) 1970 GP SSJ 1970 GTO barn find..TLB…390 horse?….yeh, 390 1972 GTO 455 HO, 4 speed, (build) 1973 Grand Safari wagon, 700hp stoplight sleeper 525ci DCI & 609ci LM V head builds |
#19
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Dan did a little massaging on the E heads going on my 500" project. Hopefully to be finished and maybe dynoed by the end of the year.
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Skip Fix 1978 Trans Am original owner 10.99 @ 124 pump gas 455 E heads, NO Bird ever! 1981 Black SE Trans Am stockish 6X 400ci, turbo 301 on a stand 1965 GTO 4 barrel 3 speed project 2004 GTO Pulse Red stock motor computer tune 13.43@103.4 1964 Impala SS 409/470ci 600 HP stroker project 1979 Camaro IAII Edelbrock head 500" 695 HP 10.33@132 3595lbs |
#20
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Any more info? What is the runner volume? What are the low lift #'s? Just curious about the velocity.
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