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Topic Review (Newest First)
02-19-2013 09:07 AM
Originally Posted by streetrodderbn View Post
And you can get a brand new set from Pace performance with sealant allready applied to the bolts for under $30.00.
Yup, they are a hell of a good deal. Not even worth cleaning up old head bolts
any more. The smaller hex head on these allows retorquing without removing any rocker arms too.
02-19-2013 05:38 AM
streetrodderbn And you can get a brand new set from Pace performance with sealant allready applied to the bolts for under $30.00.
02-18-2013 03:28 PM
F-BIRD'88 You are right the new GMPP SBC head bolts are a TTY type.
02-18-2013 04:23 AM
janus i'm far from being as knowledgable as F-BIRD, but like the OP said, first time for me to hear that head bolts are not TTY (be it GenI or not)
02-16-2013 04:59 PM
streetrodderbn ALL,ZZ4 crate engines use torque to yeild bolts, I'm 100% positive!
02-16-2013 12:52 PM
F-BIRD'88 Gen I SBC's do not use a "torque to yield" head bolt.
02-15-2013 08:57 PM
streetrodderbn awesome information! This is the reason the Hotrodders bulletin board Rocks!!!!!!!!!!!!!!!! Again, I love the L98 heads for the: cheap cost- per bang for the buck I can provide for my customers! I normally can score a pair of serviceable L98 heads for $2-300.00, and put another $200.00 into them, making them a cheap, fresh, aluminum, angle plug head that can handle 525 lift camshaft,and 10:1+ compression ratio on pump gas- using readily available parts from Pace Performance Products (in my back yard) with quality, low cost, G.M. gaskets, LT4 valvetrain and Torque to yield headbolts! I look for what my average customer wants, I'm not catering to the drag racer! Thanks for all the knowledge!!!!!!!!
02-15-2013 11:43 AM
F-BIRD'88 with just these changes and no others and the same head gasket. the new cr will be .25:1 higher than before.

The ZZ4 L-98 heads (113) work really good with full porting and larger LT-4 2.00x 1.56" valves.
In stock form the ports are modest. But they shape is basicly not bad and there is enough meat to carve
a nice finished hi flow intake and exhaust port on these heads.
250+ cfm intake and 200+ cfm exhaust when done. The chamber gets some work too.
Look at the vortec head and Lingenfelters CNC ported OEM L-98 head CNC'ed combustion chamber for inspiration.
I believe they still sell these 450+hp capable ported L98/ZZ4 heads.
Home | Lingenfelter Performance Engineering

If you get the opportunity to see one of these CNC ported L-98 heads you will see what needs to be done to wake up
the L-98 113 head. They work good when done right.

You will know how much power improvement you got when you run it down the drag strip a few times.
MPH from time slips and true car weight with driver. It never lies.
02-14-2013 05:11 PM
streetrodderbn Thanks! nice narrative on heads! I have 4 engines with L98 aluminum heads, on the street, they work great for me! Again, I'm looking for a nice powerplant with strong, reliable street manners, and these fit the bill! 90% of my customers that are not into "potatoe-potatoe" idle manners,loading up, and running on premium fuel, the L98 heads are affordable, allow increased compression on regular fuel, and are cheaply upgraded to LT4 valvetrain over the counter!
02-13-2013 07:35 PM
Originally Posted by streetrodderbn View Post
Putting together a mild street small block Chevy. I started with a 1991 L98 350. I overbored the block .030. had the block professionally baked and shotpeened, new cam bearings and brass soft plugs installed. I bought new weight matched hypereutectic speed pro flat top pistons/rings, had the connecting rods reconditioned, and the crankshaft polished (std/std). I'm using a ZZ4 camshaft-Hydraulic roller, and had the heads upgraded with all Lt4 springs,retainers,locks, and shims, and installed new swirl polished stainless valves with positive seals. The heads were resurfaced and treated to a 3 angle valve job. I'm running a Weiand dual plane intake with an Edelbrock performer carb. I'm thinking it will be @ 365-375 Hp. what do you think??
I'd say about 340 maybe a bit less, not the best head selection; even ported the L98 has problems getting out the power, mostly a function of a pretty good but obsolete combustion chamber technology pretty much a rehash of the old fuelie head redone in aluminum, compared to the Vortec type chamber they leave about 20 to 40 horses on the table depending on the cam. The ZZ4 cam is pretty meek. My dyno room experience with the ZZ4 engine shows it to be overrated by about 20 horses. You'll note the ZZ4 cam really adds a lot of timing and lift to the exhaust which says a lot about the L98 head's exhaust port capability. This cam is a crutch for the L98's exhaust port not a performance item as such.

For 375 horses (on the dyno) you need Vortec style heads, at least a Comp XE268H or equivalent cam, Edlebrock Performer RPM intake or equivalent, a Holley 750, long 1-5/8ths tube headers.

I don't recommend spending money on reconditioning old rods when you're done you have an old rod somewhere in its fatigue life cycle with restored dimensions and new bolts. A shiny, polished bomb but a bomb none-the-less. The connecting rods are the hardest working part in the engine, if anything is likely to let go, it's the rods. I don't use rebuilt rods in anything but grocery getters with the cheapest of rebulds.

Don't get me wrong I've built a lot of L98 headed engines, they're pretty decent, but they're pretty much done even when ported by 340 horses unless you run a really long duration and fast lifting cam which the ZZ4 isn't it uses some pretty long ramps and long ramps on the intake side cost power by bleeding off your hard won compression.

The problem in not using a head with the complete features of the Vortec style head is that because of its combustion characteristics you leave 20 to 40 horses on the table that then don't have to be made up with a super radical cam and tons of excessive compression. They're like a freebe source of power. The improved porting not withstanding the key that unlocks the power is the efficiency of the combustion chamber. The changes are small and will go un-noticed by the untrained eye but they are significant.
- The spark plug is pushed toward the center of the bore, this reduces burn time which makes it easier to place max cylinder pressure on the piston after it passed TDC but isn't lost down the bore. rod angle on the crank is everything, the best power transfer from the piston to the crank is in the first 110-120 degrees of rotation from TDC peaking just before and after the 90 degree point.
- The squish/quench deck has a beak between the valves this helps keep mixture from flowing out the exhaust unused during overlap.
- There is a relief between the intake valve and spark plug with sharp edges, this allows easier flow of the incoming mixture and the sharp edged features promote the mixing of fuel and air. Keep in mind that port fuel injection puddles fuel on the backside of the valve so this shape of the chamber insures it gets mixed. This is also a problem of carbureted and TBI engines so this head really wakes them up. This is really good if you're running a carb on an unheated intake as much of the fuel is flowing as liquid and needs to be remixed with the air. The other nice thing about keeping the fuel in a liquid state within the manifold is that it occupies much less space than when evaporated so there's more space for air to be injested thus more power at the crankshaft if you can get the fuel and air mixed in the combustion space. But you can't do that with any old head and get horsepower from this trick, the head has to have the features that remix the wet flow with the air flow to get at the power in the fuel into the crankshaft.

You'll see that the L98 head has some of these features but not all. So while they're an improvement over what came before in large open chambered smog heads, they just isn't quite up to what the heart/kidney shaped chambers of the Vortec will do for power and efficiency.

02-13-2013 12:09 PM
streetrodderbn Also, the reason I bought the engine, was I had a lot of parts for the L98 style heads, and the heads and intake are polished like chrome, I figured I could not go wrong with this combo, and it would sell easier to my customers. I will post pics when I get the block and piston/rods back from the machine shop.
02-13-2013 05:00 AM
streetrodderbn I have the aluminum 113 heads, they have bowl work done, and the valves were replaced with 21-2n stainless, undercut,swirl polished valves. I really am not all about absolute horsepower as the engine will most likely do duty in a streetrod, and I have really loved the power and street manners from my zz4 engines. When I bought the engine, it was using oil like crazy. On teardown, I discovered that there was no noticeable ridgeat the top of the cylinder,and no scratches in the piston bores, but later discovered a ridge at the bottom of the bore. Upon dissassembly, the pistons just about fell out of the cylinders! I had not seen tiny oil rings like this before. I upgraded to the Speed pro pistons to get rid of the metric low tension oil rings. I had the calculator to determine compression ratio increase, but lost it. I know with the stock bore and the 58cc chamber I would be at 10:1, what does a .030 overbore and .005 resurfacing gain in compression?
02-12-2013 11:05 PM
F-BIRD'88 Fully port the heads will get you 20hp minimum.
a LT4 hot cam will then push it to 400hp with the porting.

You have the 113 heads or the 083 heads on it? Hoping doesn't add any power.
02-12-2013 08:52 PM
streetrodderbn was hoping for a little more, since i have 5 c.i.d. more and a better intake manifold.
02-12-2013 01:23 PM
F-BIRD'88 You will be 25 hp short. This is a copy of the ZZ4 350 -355hp crate motor. it will make 350hp.
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