L-29 heads - Chevelle Tech
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post #1 of 25 (permalink) Old Oct 22nd, 19, 1:35 PM Thread Starter
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L-29 heads

Since I had such good luck with my Peanut Port heads the last few years and horrible results with the 215 CC heads I am going to concentrate my time on redoing a set of L-29 Vortec heads. I really like the combustion chambers and the fact that the exhaust port floor is raised quite a bit over a conventional BBC head. I am really wanting to do a back to back test vs my 236 heads with stock size valves
The PP heads with 7.9 comp went the best of 11.60'[email protected] so I am hoping that the Vortecs can outshine the PP heads. I do know one thing I will never run a closed chamber head again with big valves in them, just way too shrouded to make good power.

Who here has had good results with the L-29 combo?
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post #2 of 25 (permalink) Old Oct 22nd, 19, 2:54 PM
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What were the details of the 215 head test?

What valves were in each?
What cam?
What gear?
What stall?
Was everything else the same?

I would think the 215 heads would favor high lift compared to the 236 heads.
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post #3 of 25 (permalink) Old Oct 22nd, 19, 2:56 PM
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That being said, I’d love to see a back-to-back or the 236 and L29 heads.

Proving every day hindsight is 20/20.
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post #4 of 25 (permalink) Old Oct 22nd, 19, 4:27 PM
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Re: L-29 heads

Quote:
Originally Posted by 68Chevele View Post
I do know one thing I will never run a closed chamber head again with big valves in them, just way too shrouded to make good power


This car "racer1320" ran mid/ bottom 10's with a 1.31 60 ft. with 215 closed chamber ovals 2.19/1.88 valves,pump gas 468
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post #5 of 25 (permalink) Old Oct 22nd, 19, 4:51 PM
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Quote:
Originally Posted by mr 4 speed View Post
Quote:
Originally Posted by 68Chevele View Post
I do know one thing I will never run a closed chamber head again with big valves in them, just way too shrouded to make good power


This car "racer1320" ran mid/ bottom 10's with a 1.31 60 ft. with 215 closed chamber ovals 2.19/1.88 valves,pump gas 468
Racer1320 certainly crosses by mind, with his 2.25” intake valves. His debates with Mark on Class Racer are epic.

In the end, I believe there is a mutual respect between the two lol
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post #6 of 25 (permalink) Old Oct 22nd, 19, 7:14 PM Thread Starter
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Re: L-29 heads

Quote:
Originally Posted by Dragginwagon467 View Post
What were the details of the 215 head test?

What valves were in each?
What cam?
What gear?
What stall?
Was everything else the same?

I would think the 215 heads would favor high lift compared to the 236 heads.
236 heads 2.06 I and 1.72 E mild porting
CC 282S Air Gap, Weinad Street Warrior and Holley Strip Dominator both were about the same in power with the Air Gap having a slightly better 60ft. 850 Mighty Demon
4100 stall and 4800 Stall best ET was [email protected] with 1 3/4 headers

215 heads 2.19 I and 1.88 E bowl ported only, both sets of head 3 angle 45 valve jobs
Crower 274FDP Solid, Summit CK1303 and CC 282S cams with all about the same ET and MPH
Air gap and Dart Oval port
4800 TCI 8" Converter
1 3/4" and 2" Super Comps
A whole host of carb testing, inc. from a modified 600 1850 VS running [email protected] to at one time a [email protected] with a 750 QF.

Not sure why the 215's did not blow the 236's out of the water as I thought the MPH would be a ton better with the extra compression and with the good air flow of these heads puzzles me. There was a fuel pump issue but that is fixed and the 215's just refuse to MPH, car is just lazy on the top end with them. I have used CC heads in the past and have never been impressed with them.
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post #7 of 25 (permalink) Old Oct 22nd, 19, 7:38 PM
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Re: L-29 heads

Did you have fuel supply issues during the 215 head test?
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post #8 of 25 (permalink) Old Oct 22nd, 19, 8:02 PM Thread Starter
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Re: L-29 heads

Quote:
Originally Posted by Dragginwagon467 View Post
Racer1320 certainly crosses by mind, with his 2.25 intake valves. His debates with Mark on Class Racer are epic.

In the end, I believe there is a mutual respect between the two lol
I read most of that, almost like Miller Lite, Taste Great, Less Filling.
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post #9 of 25 (permalink) Old Oct 22nd, 19, 8:04 PM
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Re: L-29 heads

Quote:
Originally Posted by 68Chevele View Post
236 heads 2.06 I and 1.72 E mild porting
CC 282S Air Gap, Weiand Street Warrior and Holley Strip Dominator both were about the same in power with the Air Gap having a slightly better 60ft. 850 Mighty Demon
4100 stall and 4800 Stall best ET was [email protected] with 1 3/4 headers

215 heads 2.19 I and 1.88 E bowl ported only, both sets of head 3 angle 45 valve jobs
Crower 274FDP Solid, Summit CK1303 and CC 282S cams with all about the same ET and MPH
Air gap and Dart Oval port
4800 TCI 8" Converter
1 3/4" and 2" Super Comps
A whole host of carb testing, inc. from a modified 600 1850 VS running [email protected] to at one time a [email protected] with a 750 QF.

Not sure why the 215's did not blow the 236's out of the water as I thought the MPH would be a ton better with the extra compression and with the good air flow of these heads puzzles me. There was a fuel pump issue but that is fixed and the 215's just refuse to MPH, car is just lazy on the top end with them. I have used CC heads in the past and have never been impressed with them.
What gear?

What was the quench?

1981 Malibu wagon
406/350/4.10
Best ET NA 12.20 @ 110
Best ET w/N2O 11.47 @ 117
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post #10 of 25 (permalink) Old Oct 22nd, 19, 8:31 PM
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Re: L-29 heads

Did you have the chambers relieved around the bigger valves in the -215 heads? It is vital to the increased flow. There's about a 1/4-3/8 inch relief on the radius on my -390 heads.

That said, your PP build was moving and would surprise a lot of expensive builds.

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post #11 of 25 (permalink) Old Oct 22nd, 19, 8:33 PM
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Re: L-29 heads

Quote:
Originally Posted by mr 4 speed View Post
This car "racer1320" ran mid/ bottom 10's with a 1.31 60 ft. with 215 closed chamber ovals 2.19/1.88 valves,pump gas 468
Note his latest combination used 2.25" valves. I'm guessing the BSE Big Block combination posted by Motor Martyr 6/30/2004 is racer 1320's updated combination:

454+ .060"= 467ci
-Wiseco closed chamber style pistons with Speed Pro Plasma Moly file fit rings
-11:1 CR
-Clevite bearings - mains, rod and cam
-Fel-Pro gaskets
-Crower Sportsman rods and Crower 4340 crank with ARP main studs and GM windage tray
-Moroso 6-Quart kicked-out pan # 20401 with pickup # 24440
-Melling oil pump high pressure
-RollMaster Billet double roller timing chain
-#215 closed chamber oval port heads '67 - '68 with 2.25 / 1.88 Undercut valves,
valves Unshrouded, gasket matched and bowls blended (valve job angles 30/45/70)
*note* head work done by Richard Biebel Racing
-Performer RPM Air gap Rectangular port manifold.
-Pro-Systems Pro Series 4150 "1000HP" downleg boosters
-1/2" 4 hole spacer over a 1/2" open spacer.
-GM carb heat shield
-LSM billet roller cam: 254/260 dur. .660"/.660" lift 107LSA 7/4 2/3 firing order
swap comp #933 springs (Coated). Crower severe duty lifters
-Rocker Arms- Crane Gold Race 1.7 rockers
-3/8" one piece pushrods
-MSD ignition- 6AL box, blaster II coil and Pro Billet distributor
-Headers - Dynomax 1 3/4" PRIMARY TUBE with 3" collectors. Remove collector weld on
Flowmaster Scavenger Collectors # C-134214300
-3-1/2" head pipes with 3-1/2" X-crossover and 3" dumps after mufflers. All bends to
be mandrel. DynoMax Oval UltraFlo mufflers
-Mallory Comp 140 fuel pump, regulator and filter plumbed to stock 3/8" fuel line.
-Mobil 1 0W-20 oil, Ford type F trans fluid and Mobil 1 gear lube
-indexed spark plugs
With a turbo 400 prepped by STR, ATI 8" Treemaster converter, CSI Super Shield,
Stock Horse Shoe Shifter 4.10 gears and either slicks or DOT slicks this combo will
run 10.40's depending on weather, tuning and driver Best: 10.37 @ 127.2 mph with a
1.35 60ft off the footbrake, through the exhaust at 3860 lbs.
-Delco 94 amp alternator with internal regulator #10495426 and a Delco battery
Group24 #78DT/84
-Denny's HD aluminum driveshaft 1350 U-joints and yokes
-ATI balancer
--15" x 10" Weld Pro Star wheel 5-1/2" backspacing. 30" x 10" w/12.5" section width,
CO7 Hoosier Radial slick.
-Koni Street adjustable shocks set full stiff rear/full soft front
-Alf Weibe stock eliminator rear suspension w/Control arm braces that triangulate
the control arm mounts
-Front springs are Moog 5392 combined with Koni Gas shocks set at full soft and poly
graphite bushings set without any preload. The front sway bar has been removed
-front springs Moog 5392
17.95".......................Free height
11.50".......................loaded
266 lbs./in..................rate
.61...........................wire diameter
2026.........................total load

Front/rear weight bias = 59/41


This is an update of this combination (from 11/26/2000):
"454+.060 = 467
-TRW # 2399 pistons with Speed Pro file fit rings
-10.0 - 10.7 CR depending on deck height, final combustion chamber volume and head gasket used.
-Clevite bearings - mains, rod and cam
-Fel-Pro gaskets
-GM 3/8" rods with ARP bolts and GM crank(cast is fine at this level) with ARP main studs and GM windage tray
-Moroso 6-Quart kicked-out pan # 20401 with pickup # 24440
-Melling oil pump
-Manley or DynaGear double roller timing chain
-#215 closed chamber oval port heads '67 - '68 with 2.19 / 1.88 valves, gasket matched and bowls blended
-Performer RPM Q-Jet Manifold with GM lifter valley splash shield
-Q-Jet carb with 75 main jet, 45B primary rod, AX secondary rods and B hanger
-1/2" phenolic 4-hole spacer
-GM carb heat shield
-Ultradyne 288 / 296 hydraulic cam with matching springs - double w/damper. cam specs are 231I / 239E duration @ .050 with .550 / .575 lift ground on a 110LSA. Install on a 108 intake centerline
-Rockers - either crane steel long slots or a roller. Isky are the best aluminum, Crower the best Stainless steel. Neither are needed at the power level.
-3/8" one piece pushrods Crane or Comp
-MSD ignition- 6AL box, coil and distributor (optional-allows easy curve adjustment)
-Headers - 1 3/4" PRIMARY TUBE WITH 3" collectors. Remove collector(cut off) and install(weld) Flowmaster Scavenger Collectors # C-134214300
-3" head pipes with 3" crossover and 2 1/2" tailpipes. All bends to be mandrel. Use Flowmaster Big Block mufflers 3" in and out, offset - offset (quietest performance muffler) or DynoMax Oval RaceMagnum.
-Mallory Comp 140 fuel pump, regulator and filter plumbed to stock 3/8" fuel line.
-Mobil 1 10W-30 oil, Ford type F trans fluid and Mobil 1 gear lube
-indexed spark plugs

With a turbo 400, ATI 10" converter, 3.73 gears and either slicks or DOT slicks this combo will run 11.60's to 11.90's depending on weather, tuning and driver. My best was 11.49 @ 115 in mine shaft air weighing 4000+ lbs. on pump gas.

I must tell you though that with a stick you'll never hook up on the street or track. This will get fustrating real quick especially when cars having much less power are running quicker than you.

This combo is fully streetable and was regularly driven to the track some 140 miles away and 2+ hours(one way) on a weekly basis. It was driven anywhere, never over heated and got 12-13 MPG on the highway with a lite foot.

Now find a competent machine shop / engine builder that can do precision machine work and assembly in your area.

I strongly suggest you upgrade to aftermarket axles, especially with a stick and I recommend Moser. Be forewarned you will break either the trans, rear, axles or driveshaft if your intent is to see regular 1320 action. It's for this reason I suggest you rethink using a turbo 400.

If you must have a stick do it right the first time and get a Jerico @ $3,000+.

Set the total timing to 36 degrees and shift at 5800 for best ET.

For my current combo just substitute a Comp cams street roller 238I / 244E duration @ .050, Performer RPM Air-Gap(not worth any ET), Holley 950 or 1000HP, 4.10 gear, lose the tailpipes and raise the shift point 200 RPM to 6000 and you'll run high 10's. Just don't forget things like a roll bar, SFI balancer, SFI bell housing shield, non-clip axles, and a real good suspension / tire package."

1981 Malibu wagon
406/350/4.10
Best ET NA 12.20 @ 110
Best ET w/N2O 11.47 @ 117
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post #12 of 25 (permalink) Old Oct 22nd, 19, 8:57 PM Thread Starter
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Re: L-29 heads

So after reading his year 2000 combo, these heads are not too far off the mark running 11.60's and 11.70's when I was not screwing up. I would imagine doing some chamber mods of unshrouding things would help immensely. I guess the Peanut Ports look more impressive IMO than the 215's in my case being this engine does not have a lot of compression.
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post #13 of 25 (permalink) Old Oct 31st, 19, 2:58 PM Thread Starter
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Re: L-29 heads

Quote:
Originally Posted by mr 4 speed View Post
This car "racer1320" ran mid/ bottom 10's with a 1.31 60 ft. with 215 closed chamber ovals 2.19/1.88 valves,pump gas 468
I will go out on a limb here and say that there is a lot of work done to those heads. I know one thing the 215's I have need to be unshrouded for sure but I have other things to test so I will give these back to my buddy and he can do what he likes with them. I just started on the L-29's last night and I need to get one port done to see what I can get out of them. Here is one good thing I noticed last night. The exhaust port is almost a mirror image of the GM Performance head I have only the L-29 is much smaller with the smaller valve. We are going to see if we open them up similar to the GM heads we may have something good here to try out next spring. Now will they perform better than my 236 PP heads.
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post #14 of 25 (permalink) Old Oct 31st, 19, 3:36 PM
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Re: L-29 heads

^ Not only a metric ton of work done on the heads, that '68 had a helluva rear suspension setup which was primarily responsible for the ET's between Ed and others with similar cars.

Still, 10's with OEM iron in a pig ain't anything to sneeze at!
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post #15 of 25 (permalink) Old Nov 1st, 19, 11:11 AM
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Re: L-29 heads

Quote:
Originally Posted by 68Chevele View Post
Since I had such good luck with my Peanut Port heads the last few years and horrible results with the 215 CC heads I am going to concentrate my time on redoing a set of L-29 Vortec heads. I really like the combustion chambers and the fact that the exhaust port floor is raised quite a bit over a conventional BBC head. I am really wanting to do a back to back test vs my 236 heads with stock size valves
The PP heads with 7.9 comp went the best of 11.60'[email protected] so I am hoping that the Vortecs can outshine the PP heads. I do know one thing I will never run a closed chamber head again with big valves in them, just way too shrouded to make good power.

Who here has had good results with the L-29 combo?
Quote:
Originally Posted by 68Chevele View Post
I will go out on a limb here and say that there is a lot of work done to those heads. I know one thing the 215's I have need to be unshrouded for sure but I have other things to test so I will give these back to my buddy and he can do what he likes with them. I just started on the L-29's last night and I need to get one port done to see what I can get out of them. Here is one good thing I noticed last night. The exhaust port is almost a mirror image of the GM Performance head I have only the L-29 is much smaller with the smaller valve. We are going to see if we open them up similar to the GM heads we may have something good here to try out next spring. Now will they perform better than my 236 PP heads.
Very interesting that the 215's didn't do any better for you than the peanut ports. I wonder if you've just stumbled upon a somewhat "just right" combination. Also, wondering what will take it to the next level. I'm anxious to see what the L29's do.
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