When you consider what iron was available prior to these being released from GM, they were/are better than a lot of performance heads that came out prior to these
3:05 Yup i've noticed the same thing in the 0.400" lift range while flowing this head on my bench as well, it's nice to have confirmation of this phenomena from someone else and additionally thank you for the explanation as to what is happening there
Enjoyed this video on stock vortec heads got alot of them on 880 blocks got the tools to cut valve guides down for seals and more clearance for more cam lift also got the tool to cut stud bosses down for screw in studs and push rod guides as well.
Ive built a couple of motors with Vortec heads. By the time the you pay to have the machine work done for screw in studs, good springs, cut down the guides, you’re in aluminum head territory. The engines both ran great but I wouldn’t do it again. Of course I bought a set a eBay heads, 2015ish, they were a mess... so I wouldn’t go down that road again either. Those heads taught me the painful lesson of buy once cry once lol So many awesome engine builders on RUclips these days, I’ve learned an incredible amount since the mid 2010’s
Those little heads are surprising, They used to use them as a spec head down here in florida on the limited late model and florida dirt late model. Flat top flat tappet stock diameter valves and spring 500 lift rule checked at 0 lash. Asphalt 2bbl dual plane 1 inch spacer run close to 450hp and 500hp single plane 4bbl dirt engines, they are the 602 crate motor heads and they were $499 at the time, complete. Don`t overheat them they`re thin.
I would love to hear more about the little truck ,I love the challenge of trying to squeeze all you can get out of the 350 ,to me the cheaper stuff is more fun for less $$
The Mexican 062s on my circa 2006 L31 crate engine were junk. Flow peaked at 218 cfm @ 0.450 and fell to 210 cfm @ 0.500. The 906s on the 97 engine that came out of my van flowed 241 cfm @ 0.500.
Looking forward to those 3Vs. Running the 208cc on a 408ci 400 in my truck. They're unported as cast and flowed 310@ .600". Surprised that the vortec exhaust wasn't better.
The 906 heads have crap seats on the exhaust. The hardened seat that was used on HD trucks ends up with a 0° throat and it really hurts things. To fix things you need to step up valve size to get a proper angle on the valve job
I have a quick question about a set of C4AE-G ford 390 heads im working on. I've never cut any seats before. These are not going to be ported. I may clean up any imperfections I might see. Now I can't find anywere how wide I should be making each angle? Like my 45, should it be .060? Maybey .090? I'm using stones & a old sioux seat grinder. I have practiced on a old head that came off a engine that was mixing coolant in the oil. The seat looks very nice but as far as the widths I just went as deep as it seemed to need to clean up. The heads I will use do not have hardened seats. This is not a high end build. Just throwing some old parts together to get a engine going for my old truck. Got a small cam. Probably amount to a 350 hp engine that will only be good for 20 or 30 k before needing hardened seats. I just like messing around with this old stuff & would like to do more myself. Why pay someone else to screw your stuff up when you can screw it up yourself just fine. Lol! Right?
I know the exhaust has always been the Achilles heel of SBC heads but the Vortec heads are even more pronounced compared to the intake runners. I remember years ago one of the popular rags did a build with the Iron Eagle version on the Vortec heads (165 cc) and they had an outstanding flow rating on the exhaust. In a bench race they lost to the Vortec heads, but they also showed the average HP and TQ across the rpm range and because of the better exhaust flow they did sightly better than stock Vortecs. It was eye opening. 😲
The lt1 heads got the big exaust hole and kicked the iron eagles butt . When GM rated the 561 heads hp they did it at 5200 RPM at 285 hp the vortec was just getting started and were corked off . the open end k&n and trick flow elbow uncorked them the 93-95 lt1 went 370 hp and 390 tork at fly wheel . Figure the 561 96-97 heads are 40 above that but have never seen them dynoed in the same manner The first lt1s put 220 - 240 to the ground 96-97 put 270 280 to the ground All I know for sure is my stock 97 camaro with stock Hooker superformance exaust with stock manafolds will woop the 450 horse newer lt1 in the 2014-2015 corvette stingrays lol Talk about a under rated sleeper
Have you cut a seat in a vortec for a 2.02 or 2.05 valve and flow tested? Anytime I have put larger intake valves in vortecs and don't port them I loose flow. I have tried the 069 seat cutter, 068 cutter, and a few others. The port always chokes at .300 lift and flow drops.
I have cut them out to 2.125 before but I also ported them. I think just just cutting to larger valves and not doing any port work doesn’t help them unless you have a trick custom seat cutter.
Buy a set, pay him to port them and I'm sure he will make a video flowing them. Did you expect him to buy some, flow them and then just toss them in the corner to get covered in dust?
Vortec explained Wow I can tell you how to read these. You see the max flow on aftermarket head intake is to big where flow stops going up is vortech roll starting at 6 inches lift is actually realy when the power is going to hit hard. on 906 It starts at 4.5 inches of lift . The vortec roll slows the flow speed But gives great power enough to blow the tires off a second time On my 97 camaro lt1 561 heads max flow is 221 at 4.5 inches about 5200 rpm First three gears i shift up cause smoking them doesnt help. but in 4th mph is high enough for tires to grab And I let loose with a speed shift only letting up a inch on gas and pegging back to floor and its like a roots supercharger kicking in . Dont let the flow numbers dropping off fool you. When They designed the iron cop car lt1 heads they thought That when they ported them bigger the vortech stopped . It merely moved to a higher RPM. A good comparison is the 906 with 165 cc runner going off at 4500 rpm and 561 lt1 head 175 to 185 cc never been verified ccs power coming in at 5200 rpm On a flow bench mind they seem short winded. Its not the tornado swirl its the roll and its just kicked in where flow numbers start going down . The 906 being 40 horse over the older first gen small block . i believe its that way with the 2nd gen lt1 93 - 95 fast burns 96 97 got .2 vortech 561 fast burns . You all remember 96 is the year of the vortec I think it was 94 the iron cop car heads got the point 2 they were the first tumblers Now all GM race heads have D ports .2 vortec even the SB2
When you consider what iron was available prior to these being released from GM, they were/are better than a lot of performance heads that came out prior to these
3:05 Yup i've noticed the same thing in the 0.400" lift range while flowing this head on my bench as well, it's nice to have confirmation of this phenomena from someone else and additionally thank you for the explanation as to what is happening there
Alot of the dirt track guys, and I suppose many other enthusiasts, claim the "stock replacement" heads from engine quest are where it's at
Enjoyed this video on stock vortec heads got alot of them on 880 blocks got the tools to cut valve guides down for seals and more clearance for more cam lift also got the tool to cut stud bosses down for screw in studs and push rod guides as well.
Ive built a couple of motors with Vortec heads. By the time the you pay to have the machine work done for screw in studs, good springs, cut down the guides, you’re in aluminum head territory. The engines both ran great but I wouldn’t do it again. Of course I bought a set a eBay heads, 2015ish, they were a mess... so I wouldn’t go down that road again either. Those heads taught me the painful lesson of buy once cry once lol
So many awesome engine builders on RUclips these days, I’ve learned an incredible amount since the mid 2010’s
Those little heads are surprising, They used to use them as a spec head down here in florida on the limited late model and florida dirt late model. Flat top flat tappet stock diameter valves and spring 500 lift rule checked at 0 lash. Asphalt 2bbl dual plane 1 inch spacer run close to 450hp and 500hp single plane 4bbl dirt engines, they are the 602 crate motor heads and they were $499 at the time, complete. Don`t overheat them they`re thin.
I would love to hear more about the little truck ,I love the challenge of trying to squeeze all you can get out of the 350 ,to me the cheaper stuff is more fun for less $$
The Mexican 062s on my circa 2006 L31 crate engine were junk. Flow peaked at 218 cfm @ 0.450 and fell to 210 cfm @ 0.500. The 906s on the 97 engine that came out of my van flowed 241 cfm @ 0.500.
Can't wait to see some Cleveland stuff!
Looking forward to those 3Vs. Running the 208cc on a 408ci 400 in my truck. They're unported as cast and flowed 310@ .600". Surprised that the vortec exhaust wasn't better.
The 906 heads have crap seats on the exhaust. The hardened seat that was used on HD trucks ends up with a 0° throat and it really hurts things. To fix things you need to step up valve size to get a proper angle on the valve job
I have a quick question about a set of C4AE-G ford 390 heads im working on. I've never cut any seats before. These are not going to be ported. I may clean up any imperfections I might see. Now I can't find anywere how wide I should be making each angle? Like my 45, should it be .060? Maybey .090? I'm using stones & a old sioux seat grinder. I have practiced on a old head that came off a engine that was mixing coolant in the oil. The seat looks very nice but as far as the widths I just went as deep as it seemed to need to clean up. The heads I will use do not have hardened seats. This is not a high end build. Just throwing some old parts together to get a engine going for my old truck. Got a small cam. Probably amount to a 350 hp engine that will only be good for 20 or 30 k before needing hardened seats. I just like messing around with this old stuff & would like to do more myself. Why pay someone else to screw your stuff up when you can screw it up yourself just fine. Lol! Right?
I got a set on my 383 sbc and they flow 248cfm at .600
I know the exhaust has always been the Achilles heel of SBC heads but the Vortec heads are even more pronounced compared to the intake runners.
I remember years ago one of the popular rags did a build with the Iron Eagle version on the Vortec heads (165 cc) and they had an outstanding flow rating on the exhaust. In a bench race they lost to the Vortec heads, but they also showed the average HP and TQ across the rpm range and because of the better exhaust flow they did sightly better than stock Vortecs. It was eye opening.
😲
The lt1 heads got the big exaust hole and kicked the iron eagles butt .
When GM rated the 561 heads hp they did it at 5200 RPM at 285 hp the vortec
was just getting started and were corked off .
the open end k&n and trick flow elbow uncorked them the 93-95 lt1 went 370 hp
and 390 tork at fly wheel .
Figure the 561 96-97 heads are 40 above that but have never seen them dynoed in the same manner
The first lt1s put 220 - 240 to the ground 96-97 put 270 280 to the ground
All I know for sure is my stock 97 camaro with stock Hooker superformance exaust
with stock manafolds will woop the 450 horse newer lt1 in the 2014-2015
corvette stingrays lol Talk about a under rated sleeper
I have a 350 vortec and I have a edelbrock profligate 4 xt, what cam do you recommend for the street
Have you cut a seat in a vortec for a 2.02 or 2.05 valve and flow tested? Anytime I have put larger intake valves in vortecs and don't port them I loose flow. I have tried the 069 seat cutter, 068 cutter, and a few others. The port always chokes at .300 lift and flow drops.
I have cut them out to 2.125 before but I also ported them. I think just just cutting to larger valves and not doing any port work doesn’t help them unless you have a trick custom seat cutter.
ive heard vortecs need to be ported along with bigger valves to get better flow.
Are the LU3 4.3 vortec heads the same port design as the l31?
Is thunder valley track south of Norman still active?
Yes
Do you have any idea how the Bowtie Phase 2 “034” iron heads compare to the vortecs?
I don’t sorry
@@WeingartnerRacing no worries keep sharing knowledge and actual numbers. Much appreciated Sir
Why don't you flow Edelbrock heads?
Buy a set, pay him to port them and I'm sure he will make a video flowing them. Did you expect him to buy some, flow them and then just toss them in the corner to get covered in dust?
Vortec explained
Wow I can tell you how to read these.
You see the max flow on aftermarket head intake is to big where flow stops going up is vortech roll starting at 6 inches lift is actually realy when the power is going to hit hard.
on 906 It starts at 4.5 inches of lift .
The vortec roll slows the flow speed But gives great power enough to blow the tires off a second time
On my 97 camaro lt1 561 heads max flow is 221 at 4.5 inches about 5200 rpm
First three gears i shift up cause smoking them doesnt help.
but in 4th mph is high enough for tires to grab And I let loose with a speed shift only letting up a inch on gas and pegging back to floor and its like a roots supercharger kicking in .
Dont let the flow numbers dropping off fool you.
When They designed the iron cop car lt1 heads they thought That when they ported them bigger
the vortech stopped .
It merely moved to a higher RPM.
A good comparison is the 906 with 165 cc runner going off at 4500 rpm
and 561 lt1 head 175 to 185 cc never been verified ccs
power coming in at 5200 rpm
On a flow bench mind they seem short winded.
Its not the tornado swirl its the roll and its just kicked in where flow numbers start going down .
The 906 being 40 horse over the older first gen small block .
i believe its that way with the 2nd gen lt1 93 - 95 fast burns 96 97 got .2 vortech
561 fast burns .
You all remember 96 is the year of the vortec
I think it was 94 the iron cop car heads got the point 2 they were the first tumblers
Now all GM race heads have D ports .2 vortec even the SB2