I just finished building an engine for a friend of mine and was wondering what kind of power you think it will put out, and what kind of ET is possible, It is going in a 69 Camaro with TH400/4500 stall with 5:38 gears and 28 inch tall tires. the combo is : 327 + .030 (331) 12.5:1 compression 461 heads with 2.05/1.60 valves port matched w/ a victor jr intake and 850 DP carb ,1.6 roller rockers Isky Z-75 cam and kit 320/274 @ .050 108 LC and Hooker super comp headers. Thanks for any help we will be taking it to the track soon so I will let you know how it does for real just wondering what we might be in for

I'm gonna take a shot at 500hp @ 7k and 425tq @ 6k. I guessed at the lift specs on my dd2000 to be .580"

smittyocat

Its kind to hard to say what the HP estimate is but it will be over 400 other than that it sounds like it will be good combo but why the large carburetor? I understand the 461/462 heads even with port work the casting are very limited and the seem to work better as high runner heads creating high velocity. I have seen Combo's using Bill Mitchel hard core SB with 850 but the were with CNC ported Brodix/Motown/AFR heads and the cam seems a little on the big side as well, but I am sure the CR will assist in that matter. Not trying to bash your combo but it seem that you will make more power with a 750 or 650 with a 327 because of the cubes and 461/462 stock casting heads.

The 461 and 462 heads have been proven to support over 500hp with the right work done to them. I bet the 850 Double pumper will be just right. This things going to rpm high, hope the valvesprings are good. Bet it'll sound awesome going down the track graemlins/thumbsup.gif JMO

RPM···········3500····4000····4500····5000····5500 ····6000····6500····7000····7500····8000
Brake_Tq······371·····387·····407·····406·····392· ····366·····317·····264·····202·····142
Brake_HP······247·····295·····349·····386·····411· ····418·····392·····352·····289·····216
Exh_Pres······.0······.0······.0······.0······.0·· ····.0······.0······.0······.0······.0
Int_Vacuum····.2······.3······.5······.6······.7·· ····.9······.9······1.0·····1.0·····1.0
Vol_Eff_%·····89.4····93.9····99.5····102.2···103. 1···102.0···97.6····92.7····87.7····82.6
Actual_CFM····324·····389·····465·····531·····589· ····635·····658·····673·····681·····685
Fuel_Flow·····119·····142·····170·····194·····215· ····232·····241·····246·····249·····250
A/F_Mix_Qal···97.8····99.5····100.0···100.0···100.0· ··100.0···100.0···100.0···100.0···100.0
BSFC··········.479····.482····.488····.503····.524 ····.555····.614····.700····.861····1.157
BSAC··········6.011···6.049···6.122···6.305···6.57 3···6.966···7.698···8.780···10.807··14.508
Friction_HP···48······63······82······107·····139· ····175·····214·····258·····317·····382
Mach_#········.271····.310····.349····.388····.427 ····.465····.504····.543····.582····.620
Piston_Spd····1896····2167····2438····2708····2979 ····3250····3521····3792····4063····4333
Piston_Gs·····727·····949·····1201····1483····1794 ····2136····2506····2907····3337····3797
Overlap_%VE···2.7·····2.2·····3.5·····3.5·····3.2· ····3.0·····2.8·····2.7·····2.5·····2.2
Int_AvgVel····173·····198·····222·····247·····272· ····296·····321·····346·····370·····395
In_InertiaPrs·1.2·····1.8·····2.3·····2.7·····2.9· ····2.8·····2.6·····2.3·····2.0·····1.6
In_ResTunPrs··0.0·····0.0·····0.0·····0.0·····0.0· ····0.0·····0.0·····0.0·····0.0·····0.0
Ex_AvgVel·····188·····215·····242·····269·····296· ····323·····350·····377·····404·····431
ExTun_Prs·····-.5·····-.4·····-1.4····-1.8····-1.9····-2.0····-2.0····-2.1····-2.0····-1.8


11.25 @ 112.2 in a 3200# car.

This thing sounds bad ass just sitting in the garage :D . The reason for the 850 is that is what he had to use and I figured with the port work I did to the heads it should work fine, the whole cam kit is from Isky so the springs should be up to the task. hoping for low 11's cant wait to hear this thing wind up graemlins/thumbsup.gif

Cool setup. Ah the days when the 327s ruled the strip, high rpm horsepower at it best. Should run hard up top. JMHO but it might like more stall, but it is the ballpark.

Originally posted by baddbob71:
The 461 and 462 heads have been proven to support over 500hp with the right work done to them. OK, thats great and all, but why?

I think low 11s is a bit far fetched too. If I've seen it once, I've seen it a hundred times. When you build a new motor its human nature to be optomistic , but what people forget is that at the same time you need to be realistic.

I'll guess 450 hp 11.30's potential (3300 lbs). Gears might be a little steep for that short tire. 7800rpm's at 117mph or so. It's very similar to a flat tappet 327 I had that dyno'd at 455 hp corrected. It ran 11.02 at Albuquerques 5200ft track at 2600 lbs. Only other place I ran that engine was Denver, 11.20's.

Joe, I haven't forgotten to let you know when I go to the track. I just haven't gone yet. Let me know when you take your friends 69, I'd like to see it. This heat will kill a few tenths though. Sixty7@toast.net

well, I am no genius or anything but Ive built some engines in my day and dont think 11's with this combo is out of the question, remember guys were running 10's-11's long before "good" heads existed. I am a firm believer in GM parts the 461/462 heads though old school by todays standards are still good pieces and reasonably cheap. If the car runs 11's fine if not we will keep tinkering thats what its all about graemlins/thumbsup.gif

Done right a lot of power can be made with the factory heads. My head porter ultimately got 230 CFM I and 206 CFM E out of my 1959 283 heads with 1.90" I and 1.60" E valves. He can regularly get 260-270 CFM out of the camel hump heads. He built a 302 for a customers Z/28 that made 500 HP on a dyno through ported 186 heads and a ported crossram. That said, for most street apps. he prefers to start with a set of 23* TFS heads, give them a mild port clean-up and a good valve job.

I dont deny that the aftermarket heads are fine pieces, I guess Im just one of those stubborn (and cheap) people that likes to work with what others consider to be "junk". I once built a 396 punched .060 with cast replacement pistons ($8 each) and crank cut .030-.030 closed chamber oval heads I found in a wrecking yard for $50 (bent exhaust valves which a machinist friend straightened)and Isky cam and kit (only really "good" part in the engine a Weiand intake (swap meet $20) and a 800 DP carb (was told it was too big)points distributor with advance plate screwed down (34 deg timing all the time) and cheap pep boys wires. People told me I would be lucky if it ran and stayed together. One the first pass it went 12.60 with 4.10 gears and after some tuning and gear change (4.88) it went a best of 11.70. This motor was street driven in a 69 chevelle (full body and interior) and had over 200 1/4 passes on it before I sold the car. The ,otor currently resides in my 66 Elky and runs great has never been disassembled since 1988 (when it was built). sorry to get off the current subject but people need to see what can be done when all you have to work with is factory "junk" Just my opinion :D

Originally posted by wes migletz:
Done right a lot of power can be made with the factory heads. My head porter ultimately got 230 CFM I and 206 CFM E out of my 1959 283 heads with 1.90" I and 1.60" E valves. He can regularly get 260-270 CFM out of the camel hump heads. He built a 302 for a customers Z/28 that made 500 HP on a dyno through ported 186 heads and a ported crossram. That said, for most street apps. he prefers to start with a set of 23* TFS heads, give them a mild port clean-up and a good valve job. Where is he located?

LXS, his name is Gregg Jacobson, and he's located in Palmdale. His phone is (661) 265-9353. He's in the middle of setting up his new shop, but he should be reachable.

Gregg also does a lot of work for the WRX guys and other high-end imports. He does outstanding work, but he isn't cheap, and his turn around time isn't like a production shop. I think his work is worth a drive-up from L.A. He completely enlarged and re-shaped the ports and chambers to the point heads no longer resemble a stock casting. He did gain over 70 cfm on the intake side after the head was cut for the larger 1.90 valve. However, if these heads weren't from my '59 vette, I would have started with an aftermarket head. Wes

Originally posted by LXS:
</font><blockquote>quote:</font><hr />Originally posted by wes migletz:
Done right a lot of power can be made with the factory heads. My head porter ultimately got 230 CFM I and 206 CFM E out of my 1959 283 heads with 1.90" I and 1.60" E valves. He can regularly get 260-270 CFM out of the camel hump heads. He built a 302 for a customers Z/28 that made 500 HP on a dyno through ported 186 heads and a ported crossram. That said, for most street apps. he prefers to start with a set of 23* TFS heads, give them a mild port clean-up and a good valve job. Where is he located? </font>[/QUOTE]

Ok, got his number. I'll give him a call when I'm ready for some good head work. I've been told to just do the work myself, but I need a lot of practice, and I don't wanna mess up the heads that are suppose to go on my motor.

Thanks for all the input graemlins/thumbsup.gif