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Enginequest 200cc iron SBC heads

17K views 19 replies 5 participants last post by  BuzzLOL 
#1 ·
Does anyone have feed back on EQ CC200BA iron cylinder heads? I found a pretty good deal on new bare castings. Plans are to use them on a 383 SBC in a street driven truck.

How do they compare with say a 200cc Dart iron platinum or Sportsman II in 200cc?

Thanks
 
#2 · (Edited)
Does anyone have feed back on EQ CC200BA iron cylinder heads? I found a pretty good deal on new bare castings. Plans are to use them on a 383 SBC in a street driven truck.
How do they compare with say a 200cc Dart iron platinum or Sportsman II in 200cc? Thanks
OK, lets begin by comparing them to one of the best-flowing heads in the aftermarket, AirFlow Research. Here to begin is their offering in a 180cc intake runner volume....The most realistic way to compare heads is at 0.400" valve lift.

Airflow Research 180
0.200" 138 110
0.300 198 158
0.400 240 190
0.500 260 207

Airflow Research 195....these heads have been shown to make 500hp and 500 ft/lbs of torque on a 383 very easily....9.5:1 SCR, 1 3/4" headers, Edelbrock 7101 manifold, Holley 0-4779 750 CFM, CompCams hydraulic roller 12-433-8, MSD distributor @36 degrees, 93 octane pump gas.
0.200" 146 119
0.300 201 166
0.400 274 197
0.500 275 213
0.550 280 218

Engine Quest 200
0.200" 137 113
0.300 186 147
0.400 225 170
0.500 252 182
0.600 265 188

Dart Iron Eagle Platinum 200
0.200" 130 109
0.300 194 158
0.400 242 198
0.500 274 208
0.600 283 214

World Sportsman II 200
0.200" 133 97
0.300 182 128
0.400 228 145
0.500 257 160
0.600 264 183

Pro-Filer Aluminum 195
0.200" 145 101
0.300 205 144
0.400 255 175
0.500 278 194
0.600 281 205
 
#4 ·
It's a good solid casting, nice and thick, and pretty much the same as a Sportsman II or pre-Platinum Eagle.

It is the same casting as the Protopline/ProActon Iron Lightning 200, from before RHS bought out ProTopline.

It appears Engine Quest lost the 200cc and bigger lines to the ProTop-RHS buy-out, only RHS still sells the bigger castings, EQ only still offers/sells the Vortec Replacement and IMCA spec 170-180cc heads.

Too bad, the EQ 220's and 235's were a killer deal while the inventory held out.

The 200's are a good deal if you can get them cheap enough, especially if you can port them yourself or know someone who can reasonably cheap.

Competition Products still has a few of the 220's and 235's available, but supplies/chamber choices are limited.
 
#5 ·
I found these for $550 a pair plus $70 shipping. I may go ahead and get them but, I am kinda on the fence as to whether these may be too large for my application.
 
#7 ·
For my '85 C10 truck. I am piecing together a 383 sbc. It is a daily driver, no track use, has A/C, TH350, 2.73 gear, 28" tires. Cruise RPM is 2300 and I will never spin it past 5500.
 
#14 ·
One note, that you're probably already aware of, running larger than ideal heads isn't such a bad thing, but to keep power where you want it you'll need a cam with slightly less duration than you would normally use. We're talking 2-4 degrees, not a lot. I would also close the LSA up by a degree, maybe two.

I have a feeling you'll be surprised a how well those heads can work right off idle, 200cc's is not as big as everyone makes it out to be.
 
#12 ·
I didn't care for the angle plug, its all that was available. I looked at my headers and they should be a go.

---------- Post added at 08:58 PM ---------- Previous post was at 08:52 PM ----------

BTW, I installed some 3.73,s in the truck today. I found a good '92 700R4 on CL Monday and took it straight to my tranny guy. As soon as he gets done, I will put it in when I get the time.
 
#15 ·
I plan on keeping the camshaft somewhere in the 214-218 at .050 range and lift at .500-.525 at the valve. Undecided on LSA, no narrower than 110 , no wider than 112.

Buzz, I bought the heads bare, they will accept a 1.55 spring without machining.
 
#17 ·
I wouldn't go wider than a 110 on such a small duration, on a roller cam with short seat time you won't have enough overlap.

I'd take a look at the 260XFI cam on a 108LSA and compare it to a cam you are thinking about. Have someone plug all your info into a GOOD dyno simulation software and see what your power curve looks like. It'll pull like a train in the midrange and sign off right before your self imposed redline. Pretty easily making 500ftlb around 3000rpm with the proper intake and headers.
 
#16 · (Edited)
. The readily available 219/229 cam size may be a good fit in your 383" now... since going 3.73 gears in your truck...

. As AP72 says, I run 195cc iron heads and a Holley 750 carb. on a 351W with 216/228 cam and nothing seems too big about any of it... although it's in a boat and I can slip the prop up to 2900 RPMs off the line so that's kinda like having a 2900 stall converter in a car...

. Since they are set up for it, run larger than stock valve size, since they can last longer at higher valve lifts... use spring cups to keep the bottom of the springs in place...

http://www.competitionproducts.com/Stainless-Steel-Performance-Valves-Valve-Sets/products/34

VALVES, STAINLESS STEEL - Alex's Parts Sales

VALVE SPRING CUPS - Alex's Parts Sales
.
 
#18 ·
Interesting, I know I want my overlap somewhere in the 48-52 range. I had been leaning towards a single pattern camshaft. 268-270 range on 110-112 LSA would put me there.

The 260XFI on a 108 has 49º overlap, right in the range I want, not sure about the wide split.

Something to ponder........
 
#19 ·
Not a big Comp Cams fan but, this one looks decent:

08-420-8
270HR
270/270 at .006
215/215 at .050
.500/.500 lift at valve with 1.5 rockers
110 LSA
50º overlap

Bullet has a lobe in their master:

HR273/335
273/273 at .006
218/218 at .050
.502/.502
say with a 110 lsa
53º overlap

Comp lobe #3313

270/270
218/218
.495/.495
with a 110 LSA
50º overlap

Probably not a dimes worth of difference, just wanted to share
 
#20 ·
.
. I see I had a typo above, I meant to say use the larger diameter than stock 1 1/4" valve springs for more endurance, but said larger diameter 'valves' instead... I must have had the upcoming 'valve' links in my mind at the time...

. The wider LSA gives better idle, more MPG, wider RPM range, flatter torque curve, freer revving at the higher RPMs end, cleaner exhaust...

. The narrower LSA gives lopier idle, less MPG, narrow torque band, peakier torque curve, quicker power drop off at higher RPMs, stinkier exhaust...

. GM used an LSA of 121 for the current LS7 427" with 211/229 durations and high valve lift for a 500 - 7,000 RPMs powerband and cruise up to 30 MPG... 530 open header HP at flywheel...
 
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