Edelbrock Heads Update?
#161
#162
#164
Thanks Firewalker for that Great Cylinder Head Inspection. I was wondering what percentage of Valves today are made with Stainless Steel in your Ballpark Guess. I went to Aircraft Mechanic School back in the 70s and at the Time they said the valve were made of Satellite (Sodium Filled) I believe for Cooling) Air-cooled Engines. I was wondering if this was a dinosaur or what in your honest opinion. Just Wondering. Thanks for your time.
#165
Thanks Firewalker for that Great Cylinder Head Inspection. I was wondering what percentage of Valves today are made with Stainless Steel in your Ballpark Guess. I went to Aircraft Mechanic School back in the 70s and at the Time they said the valve were made of Satellite (Sodium Filled) I believe for Cooling) Air-cooled Engines. I was wondering if this was a dinosaur or what in your honest opinion. Just Wondering. Thanks for your time.
#166
Please explain how. I'm not saying your wrong, just for educational purposes. I looked at my RPM and Performer and there is considerably more material above the port on the RPM intake. Edelbrock states the RPM must be used with their heads. Do you slot the intake bolt holes to raise the intake or use epoxy? Curious minds must know. I have two iron SB intakes and a Performer in the shop, Mark has my RPM for SEFI conversion. I am going look and measure how much material is above and below the ports. Very interested.
#167
I measured my intakes, they are all different for material, above and below the port. All are approximate. The SB Performer, 3/4" above and below. The #16, the one that really matters for late 70's Trans Am's is 5/8", above and below.. The #17 307 early iron intakes only have 1/2" above and below the ports. What are the new SB head actual port opening dimensions?
#168
Thanks Firewalker for that Great Cylinder Head Inspection. I was wondering what percentage of Valves today are made with Stainless Steel in your Ballpark Guess. I went to Aircraft Mechanic School back in the 70s and at the Time they said the valve were made of Satellite (Sodium Filled) I believe for Cooling) Air-cooled Engines. I was wondering if this was a dinosaur or what in your honest opinion. Just Wondering. Thanks for your time.
On the sodium filled valves I remember Ford used them in some engines for awhile, but ran into problems with some of them breaking.
#171
With that said they were worth about 12-17hp more vs the Gen II’s on a 10.0:1 455 with one of their shitty cams in it.
But what’s it matter, I don’t think people are going to pull off their Gen II’s and replace them with these. Plus these are it, no more of the others, ever.
#172
Please explain how. I'm not saying your wrong, just for educational purposes. I looked at my RPM and Performer and there is considerably more material above the port on the RPM intake. Edelbrock states the RPM must be used with their heads. Do you slot the intake bolt holes to raise the intake or use epoxy? Curious minds must know. I have two iron SB intakes and a Performer in the shop, Mark has my RPM for SEFI conversion. I am going look and measure how much material is above and below the ports. Very interested.
raise the intake as much as possible, with a spacer or stacked gaskets. Yes to slotting the intake bolt holes.
blowing open the intake to match a big block head port screws up the cross section at that point.
The port opening on any big block head should never be used as a template for the intake opening.
#173
first off grinding the intake roof in the intake to match a big block port is just wrong to start with.
raise the intake as much as possible, with a spacer or stacked gaskets. Yes to slotting the intake bolt holes.
blowing open the intake to match a big block head port screws up the cross section at that point.
The port opening on any big block head should never be used as a template for the intake opening.
raise the intake as much as possible, with a spacer or stacked gaskets. Yes to slotting the intake bolt holes.
blowing open the intake to match a big block head port screws up the cross section at that point.
The port opening on any big block head should never be used as a template for the intake opening.
#175
First I doubt they would have access to that scenario, but whatever.
With that said they were worth about 12-17hp more vs the Gen II’s on a 10.0:1 455 with one of their shitty cams in it.
But what’s it matter, I don’t think people are going to pull off their Gen II’s and replace them with these. Plus these are it, no more of the others, ever.
With that said they were worth about 12-17hp more vs the Gen II’s on a 10.0:1 455 with one of their shitty cams in it.
But what’s it matter, I don’t think people are going to pull off their Gen II’s and replace them with these. Plus these are it, no more of the others, ever.
The real power gain would be when they are ported. Some dyno testing would be required. I don't know if anyone would run a dyno with a stock Gen 2 head and then install a stock Gen 3 head and see the power difference. All on the same cam. That would show the HP gain between the 2 heads in stock form.
#178
#179
Just incase anyone is interested in potential torque and HP with the new 60125 heads here you go. Engine built for jet boat and built with recommended parts from Bernard Mondello in Corona. It has performer intake, SRP 60 over pistons, eagle rods, Howard roller cam with 4-7 swap, Harlan Sharpe rockers, QFT 850 carb.
#181
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Just incase anyone is interested in potential torque and HP with the new 60125 heads here you go. Engine built for jet boat and built with recommended parts from Bernard Mondello in Corona. It has performer intake, SRP 60 over pistons, eagle rods, Howard roller cam with 4-7 swap, Harlan Sharpe rockers, QFT 850 carb.
Last edited by VORTECPRO; November 10th, 2022 at 05:21 AM.
#182
After draining the oil, and oil pressure drop @ higher RPM you might want to look at the oil pan design, very important with a hyd roller. Comp ratio? I always like to work with Bernard myself, good people! I've noticed Bill, EFI, and this test above all seem to be very close in power produced with this head.
#186
After draining the oil, and oil pressure drop @ higher RPM you might want to look at the oil pan design, very important with a hyd roller. Comp ratio? I always like to work with Bernard myself, good people! I've noticed Bill, EFI, and this test above all seem to be very close in power produced with this head.
Last edited by cutlassefi; November 10th, 2022 at 02:42 PM.
#187
Here are the cam specs more power could be gotten with slightly bigger cam but I went for engine longevity we did not want to spin it past 5500 rpm. And yes I did degree cam to make sure it was to spec which it was with the crank sprocket at 0. I thought put the carb in the original post oh well it's a quick fuel SQ-850 as recommended by Bernard and was good right out of the box just like he said.
#188
Here are the cam specs more power could be gotten with slightly bigger cam but I went for engine longevity we did not want to spin it past 5500 rpm. And yes I did degree cam to make sure it was to spec which it was with the crank sprocket at 0. I thought put the carb in the original post oh well it's a quick fuel SQ-850 as recommended by Bernard and was good right out of the box just like he said.
#189
#191
My pleasurer others will build for different applications but I wanted to show what to expect with the new heads and this combo and it's probably one of the first in So. Cal on the dyno outside of Edelbrock R&D. I'm Ford guy who got roped into doing this for a family members boat that had sat for 20 years. I started followed this site almost a year ago while waiting for the heads to be released and learned a lot about Olds engines from the folks here. I almost went with the speed master heads but Bernard convinced me to wait and boy I'm glad I did.
#192
Its also where you want it, for just anything else including boats, except for a dragstrip only car. And that cam other than the 4/7 swap, and a few degrees tighter lobes and a hydraulic roller is what I spec for mine. Even the lift is the same at the valves, when you use 1.7 rockers instead of 1.6, which I did. Funny how much POWER it makes.
#193
My pleasurer others will build for different applications but I wanted to show what to expect with the new heads and this combo and it's probably one of the first in So. Cal on the dyno outside of Edelbrock R&D. I'm Ford guy who got roped into doing this for a family members boat that had sat for 20 years. I started followed this site almost a year ago while waiting for the heads to be released and learned a lot about Olds engines from the folks here. I almost went with the speed master heads but Bernard convinced me to wait and boy I'm glad I did.
#195
It's not about top end power on anything besides all out race engines and with advertising salesmen. Its about average power below 5000, especially with BBO and that's where the Performer shines.
#196
Top end power in a jet drive at wide open throttle can be as low as 4500. That’s the top end I’m talking about. With a single plane this engine will definitely make more top end power between 4000 and his self imposed 5500.
you have no idea how a jet drive works,, all that low end TQ isn’t used. It takes very little TQ to spin a jet down low, very little TQ.
average power? Are you kidding? No such thing in a jet application. You have WOT RPM to get on plane and max speed, and minimum cruising RPM to say on plane . That’s it.
Last edited by CANADIANOLDS; November 11th, 2022 at 04:06 PM.
#198
it’s all about top end power in a jet application. Top end meaning wide open throttle rpm. Jet drives do not need low end TQ .
Top end power in a jet drive at wide open throttle can be as low as 4500. That’s the top end I’m talking about. With a single plane this engine will definitely make more top end power between 4000 and his self imposed 5500.
you have no idea how a jet drive works,, all that low end TQ isn’t used. It takes very little TQ to spin a jet down low, very little TQ.
average power? Are you kidding? No such thing in a jet application. You have WOT RPM to get on plane and max speed, and minimum cruising RPM to say on plane . That’s it.
Top end power in a jet drive at wide open throttle can be as low as 4500. That’s the top end I’m talking about. With a single plane this engine will definitely make more top end power between 4000 and his self imposed 5500.
you have no idea how a jet drive works,, all that low end TQ isn’t used. It takes very little TQ to spin a jet down low, very little TQ.
average power? Are you kidding? No such thing in a jet application. You have WOT RPM to get on plane and max speed, and minimum cruising RPM to say on plane . That’s it.
Dale.What are your thoughts about a small block Oldsmobile powered Jet boat based on your statement above?
#199
I have a SeaRay SRV 190 with a bbo. Early 70’s deep V
#200
Last edited by cutlassefi; November 12th, 2022 at 02:42 PM.