Hi Clint.
This engine is really not what I had planned, but I needed something that
ran. It is basically parts from two engines I was working on. The 6 inch rod
short block was intended for my 67 Malibu and was going to be topped with 67
double hump heads w/ 2.02's and lots of porting and a big solid flat tappet
cam. My intent was a sleeper looking engine with Chevrolet script valve
covers, factory air cleaner, original accesory drive and all. The aluminun
heads were originally on the 350 I had in an S-15. Honestly it may only stay
together for this season and then it may get some better aluminum heads and
the bigger solid cam I already have. Then the L98 heads (which I drilled
steam holes in) will be going on a 400 based engine destined for my S-15.
I bought my 69 Chevelle last fall and it supposedly ran and drove but the
trans was mysteriously bad in it when it got here hence the ''well I have it
apart let's put something that runs in it thinking'' so I built a Turbo 350
with all the good stuff and stuck this small block together with a smaller
cam since the heads are stock other than pocket porting, .050 higher keepers
and better springs.
The present cam is actually a Comp Cams X-treme 4x4 270 hyd flat tappet cam
which is a bit bigger on the exhaust side than the car version. Rhoades
lifters and comp's roller tip 1.52 rockers. I take it to about 6500-7000.
While I agree the new dual plane might run as good, I like the look of a
single plane and by using a Torker II it has smaller ports than the victor
even with some port match grinding it is very responsive from idle to
redline. Plus Torker IIs can be found all day long for around $100
I agree that the solid flat lifter is better, I have to watch every penny
when I build something so my engines tend to be budget minded although I
spend the bucks on internal stuff. That is why I think a guy should go with
the L98 heads, not only are they lighter, they can be bought right
especially when you can buy an intake cheaper or maybe already have one. The
vortecs are a good deal too though, but the L98's already have screw in
studs and use a regular small block valve spring. All in all the cost is
about the same.
My 388 project will be running vortecs and a GM dual plane since I got a
good deal on the parts, but it will not be built as a powerful engine, it
will be more stock and will most likely end up in my 55 chevy pick-up so I
can drive it alot. Or maybe it will go in the 67 or 70 Chevelle...decisions,
decisions!!!
Gene
----- Original Message -----
From: "Clint Hooper" <[EMAIL PROTECTED]>
To: "The Chevelle Mailing List" <[email protected]>
Sent: Friday, June 03, 2005 7:43 PM
Subject: Re: [Chevelle-list] Vortec heads
As you mentioned,Gene,a Holley Street Dominator is basically 70's
technology. Edelbrock's Performer RPM and Air Gap dual planes will
outperform a Victor single plane up to around 7,000 rpm. One of these dual
planes would be a very good match for your L98 heads. Just curious but
what
kind of cam & valvetrain are you running? What kind of revs are you
spinning
the motor to?
Running solid rollers on a pure street car is just asking for trouble. I'm
not going to spin my 350 high enough to need them and the need to pull the
intake to inspect them for excessive wear every 3-5000 miles isn't worth
it
to me. With a good matched valvetrain,hydraulic rollers will work very
well
up to 6,000 rpm or so. That's all my engine combination requires for a
daily
driver. FWIW,I would be more inclined to run solid flat tappet lifters
before solid rollers because I know they would be more reliable. If the
hydraulic lifter quality nowadays wasn't so hit & miss,I would definitely
prefer them. If the cam deal I'm working on falls through,a Comp or Lunati
hyd flat tappet cam will probably be bought.
Clint Hooper
H&H Custom,owner
1969 El Camino ProTourer
2001 H-D FLHR custom bagger
http://dalesplace.com/misc/friends/clint/clint_hooper.htm
----- Original Message -----
From: "Gene's General Restoration Parts" <[EMAIL PROTECTED]>
Hi,
I have also ran a Holley Street Dominator II dual plane (patterned after
the LT-1 from early 70's) with them and the Torker breathes much better,
or
at least doesn't lose bottom end. I know current vogue is dual planes, an
open plan (conservitivly sized) is going to run better numbers.
Not sure what my curve is but I have always believed that a more
efficiant
engine won't need alot of advance. I run the best pump gas I can get
locally.
The Edlebrock heads are also a good choice but why go with heavy
hydraulic
rollers? Seems like for the money a solid roller would make more power?
Gene
