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Topic Review (Newest First)
12-03-2012 12:55 PM
cobalt327 I don't see why you seem to have such a problem w/that short block. While profit has to be made, forged Probe pistons, Scat cast crank and torque plate honing are not cut rate parts or operations. The bearings are King, BTW. Decent parts for a decent price IMO. Coast has been around since at least the '90s. West coast guys prob. know them better, shipping to the right coast precludes any chance of me buying from them, even if I was in the market.

Now as far as the rest of this deal, sometimes it seems to me that you glance at something then jump to a conclusion before giving it due consideration. Maybe I'm wrong- just saying what it looks like to ME. No big deal, it all comes out in the wash anyway.
12-03-2012 12:52 PM
vinniekq2 I like everybody here,even the people I dont like.

take care with diabetes,mu cousin died at age 33

any item we purchase,someone made a profit on it.
12-03-2012 12:33 PM
1Gary Cobalt.All prepackaged engines priced to sell orbit around the $$$$$ and because the way business works those engines had to have low dollar parts included in them or not completely machine work.Logic prevails.

Other than the TRADE magazine Engine Builder Mag,another mag that I am no sure is around anymore was the Bracket Racing mag which had some real street articles.

Btw-I am getting to like you some.LOL.Just understand the amount of effort it take to post these long exchanges because of badly infected arthritis and diabetic nerve damaged hands. Hehe thank god for spell check.
12-03-2012 11:40 AM
cobalt327 Just got off the phone w/Frank @ Coast High Performance. They torque plate hone ALL the engines they sell. Not just the high end builds.

Nothing like actually verifying things (what a concept!) instead of aSSuming.

Now, I'm not defending the car rags. Almost all of them pander to their advertisers- including Engine Builder. Circle track is one of the better mags for tech info, the rest generally suck.

What I am saying is it is up to the reader to verify things for themselves. Due diligence should be the rule not the exception.
12-03-2012 07:11 AM
1Gary
Quote:
Originally Posted by cobalt327 View Post
BTW, you seem to quote from the Engine Builders mag fairly often. Many of the articles there contain quotes directly from the manufacture reps. Not exactly unbiased.
Yes I do.Your right.I recommend people read that on line.The significant difference is it is a trades publication slanted towards people in the high performance business.You get to see a behind the scenes outlook.
12-03-2012 05:19 AM
cobalt327 The article isn't what I'm talking about.

BTW, you seem to quote from the Engine Builders mag fairly often. Many of the articles there contain quotes directly from the manufacture reps. Not exactly unbiased.
12-03-2012 12:08 AM
1Gary Cobalt-suffice to say your faith in the mickey mouse articles is amazing.LOL
12-02-2012 03:07 PM
cobalt327 Nothing particularly wrong w/Scat- preferred over Eagle.

Forged Probe pistons aren't considered to be lower shelf.
12-02-2012 02:11 PM
1Gary Cobalt-you pick up on only one thing I up objected to amongst numerous common sense issues.
12-02-2012 12:07 PM
cobalt327 The operative word on the build up was TORQUE.

A SBC 400 cammed to make 525 lb-ft of torque at 3,500 RPM ain't gonna have astronomical HP figures. Heads are fine w/pressed studs at those RPM levels and spring pressure required for a relatively mild 0.480" lift cam.
12-02-2012 06:46 AM
1Gary
Quote:
Originally Posted by SSedan64 View Post
Here's a build CHP did a while back, SBC400 w/Vortec Heads, The Impersonator 428HP/525TQ.
Chevrolet 406 Big Block - Chevy High Performance
Read between the lines in the ref.Probe pistons??Prepackaged "deals" always has to cheap out somewhere in order to meet a low retail price.The pistons are in this case low dollar.Then the heads/cam combo peaking at 5,000 is the other case where a 400's potential isn't truly capitalized.A good self respecting 400 should be able to do much better than 1.28hp/c.i.

Cam it right and put on decent aftermarket heads or even Bowtie Vortec's.Do it once right to avoid the do-over-costs.$6,000 grand??. Then rave about it??. Where does it say anything about torque plates for a finish hone??. That is critical for 400's.I don't mind the scat rods,but the Scat crank I am not a fan of. Where does it say anything about screw in rocker studs??. Did I miss that??. I did see the promotion in the first paragraph of what 4 or 5 different products.I think you guys get my point.And that is why forums like this one is around.

There isn't one fan magazine that has spine to give a bad review of parts suppliers that buy ad space.Not one.Reading trade publications gets you closer to the truth.
12-02-2012 05:49 AM
SSedan64 Here's a build CHP did a while back, SBC400 w/Vortec Heads, The Impersonator 428HP/525TQ.
Chevrolet 406 Big Block - Chevy High Performance
12-01-2012 10:57 AM
smith9300 Hey guys sorry for not sayin anything but I just picked up a set of vortec heads and it is an all stock 400
11-30-2012 02:21 PM
F-BIRD'88
Quote:
Originally Posted by 632Mantis View Post
2 old school rules on SBC heads:

1. A flat-top piston is better than having to run a dish piston. So pick the chamber volume that will allow you to run a flat-top. ( domed is also good for race motors on race fuel )

2. Always better to squeeze a 2.02 intake valve in there. 2.02 > 1.94

Both these are false.
11-29-2012 11:36 PM
632Mantis
Quote:
Originally Posted by 1Gary View Post
Now porting.RHS during a R & D research found after all the yrs of porting they have done professionally,and their best guys,couldn't port match any better than 25% and that it was very labor intensive.Now these guys I know and they have the best of the best flow benches anyone could have. BTW-you got a flow bench at all??. You need that. They constructed the CNC programs for 5 axis porting.It produced port matches that are within 5% and cut down the labor time to 8 hrs. The shape is as important as the sizing.You really need a good understanding of air flow dynamics. But one of the things RHS said was more important than the size of the ports is the cross section of the port.They added in there are many "rated" ports out there that plainly just don't flow as advertized.I know for a fact the production Vortecs stock are about 165cc intake runners and your damm lucky if you can get them to open up to 170cc's before running into water and what's more the rough intake runners is what makes Vortec's suspend the air/fuel mixture.Smooth port them and you destroy the Vortec effect.What you can do to the production Vortecs is to clean up the exhaust port to help them out.You see there is a reason behind the 180cc and 200cc Vortecs.Here again I am very sure about this.
You are correct. "Port profile" is very important, which is why aftermarket race heads have very different castings over stock heads. "Port location" and "profile" along with larger valves are why aftermarket race heads make more power. Also the valve pocket areas play a role.
In every serious race head you will ever see, the port locations are raised.
Some of them are radically relocated.
You will never achieve this with stock heads.
Intake runners should always be rough. Minimizes seperation.
Chamber and exhaust side can be polished smooth if desired. Usually doesn't result in any power gains, but can help minimize carbon deposits.
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