Back in the mid 90's, i built a chevy 355 small block using 882 heads, ported and polished, ss valves, 1.94int/1.60exh, screw in studs, dont remember if it had guide plates or not, 4valve relief flat top pistons, stock 5.700 rods, cast crank, eldelbrock rpm intake, hei ignition, competition cams single pattern hydraulic flat tappet 270-224@.050(.470int/.470exh/110ls), a holley 750vac-sec carburator, th350 rebuilt stock but with shift kit, 2000rpm stall converter and 4:10 posi rear... good for 14.40s 1/4mile in a heavy 1975 chevelle.
Later on, i had swapped the 882 heads out for a set of trickflow twisted wedge aluminum heads that featured 13degree intake valves(2.02) and standard 23degree exhaust valves(1.60) along with 63cc chambers. They worked great for a while, then they became a PITA, so i sold them off and then got a set of SR torquer heads(2.02/1.60/67cc) and been happy ever since, well, untill i sold my chevelle off back in 2009, talk about the ultimate regret, 3rd owner of it since Dec92. Now im on the look out for a 78-80 malibu, thinking of either going with a 383cid or a 427cid small block, light car with lots of engine = stupid fast. lol
+Bige4u wow. we're actually in the blueprinting stages of my dads 350 block. trying to get about 400 - 425hp/tq. i think his heads are 882 also. stock heads. and believe that engine is stupid slow lmao. gm rated it 260 hp. but it really feels like 100 hp. it accelerates sooooooo slow. so i told him... lets consider a edelbrock top end kit... 10.1 compression... i think its doable.. how much power are u wantin? i think that 383 can hang with a 427. no bs
882's outflow the 462 double humps up to .500 lift. If you want to do a comparison use the 291 double humps because the valve location and ports are different and make more power. I've beat several double hump headed motors with 882, 993, and even 624 castings. That low lift flow up to .500 is what makes the bigger chamber heads shine. I've never seen a double hump 462 or 291 casting flow what a big chamber does down low. And...even the exhaust side flow numbers are better. If you want to run and be competitive with double humps you need bigger valves and a lot of work. I wouldn't waist my time unless they're a 291 casting. Also all 2.02 double hump heads from gm had the valves unshrouded at the factory. All of the 1.94 heads didn't. Just a thing to remember.
Those smog heads may have flow numbers but they drink gasoline all day long , those big chambers and low mount spark plug locations are grossly inefficient, double bumps may not flow as well but what they do flow they make way better use of.....
There is another reason the Darts would have a huge advantage over the 882. The combustion chamber shape probably leads to a better fuel burn than the 882 heads.
If you will notice around the 4:28 mark the head has been decked until it started cutting into the intake valve seat area. The only way to make the chamber any smaller would be to angle cut the heads--and then you get into all kinds of expense issues. The trouble really isn't worth the trouble. I prefer that the same gasket was used for both. Doesn't make any sense to use a thinner gasket for the stock head and handicap the aftermarket head when it could also use a thinner gasket just as easily
just got in a set of dart shp aluminum 200cc heads for a 383 we are building, JUNK!! is all I can say 12 valves were leaking, valve job looked like the local 3rd grade class done it, called dart and thay dident care
You know I was just watching someone else saying that they got in a pair of Dart aluminum heads and they were far from being race ready and he also complained and showed poor quality or as he called it mass production-- he suggested that a customer buy BARE heads and start from there
no out of the box head is going to have valve seat seal -and guides will be loose so they won't be too tight for people that don't know how to work on heads. all heads need hand work. PERIOD. no matter how good. when you do valve guide job correctly if even slighty tight anywhere down the tube or the wrong valve installed, it will stick, then you have a stuck valve -to avoid this major problem , production companies assemble them loose and the valves not sealing basically they are placed inside, you must do the valve hone for each valve and put them in the same hole when re-assembling. THIS IS NORMAL.
to have a set of heads from chevy that can match those iron eagles you need vortec or bowtie. 882 is the best of the worst and a more reasonable match would be 186 heads which are the best heads chevy installed on the 327 / 350s not 461s.
yes a huge amount and the 882 don't flow at .500" lifts the cam is too radical. a .400" to .460" lift cam would have been better, though this shows the flow at higher lifts far better. a circle track lift rule cam is in order to favor the 882's and the eagles shall still win. vortecs against lt1, double humps, 882's, and DART would be an awesome battle with a cam that works in all the heads range and 4 pattern would help all the worked over stock heads maybe also. and the dart would win just fun to watch and see, yes they should redo this, it would still sell their heads.
@@7REDDRACO7 You genuinely don't know what you are talking about, look up something called "area under the curve" study it, learn it, and then come back and tell us why those heads actually don't make big power.
@@luckyPiston area under the curve refers to the cam lobe shape, and lift versus duration at various degrees. the 882 heads do not make big power because the head design and valve placement and efficiency is low. A +O.5OO" lift cam helps an 882 head, although this much cam can be more suitable to a head design that efficiently uses that available lift. If the head does not breathe it, the power shall be down as shown. The dart heads make better power, and are a far better design. Although for high power applications. If you have the small runner dart iron heads; look to a dual layer exhaust valve material for heat dissipation, and chemical enlargement of the water jacket around the exhaust valve- where there is a major kink where water does not flow well around the exhaust valve. The smallest intake runner dart iron heads are best suited for street performance except where racing rules require a very stock like, or stock appearing iron head. 882 heads are obviously an ok to good stock performing head after heavy work, although not anything like a good worked vortec or lt1 head or more modern designs. i am building a few engines i would like to share the blueprints for anyone whom like to try: Dart tall deck small block chevy 4.155" bore size. 9.325" DECK, 4" STROKE, 6.2" ROD, and a specialty custom highly squished ringland piston designed for street @ 1.125" PISTON . The crank/ rod journals are 2" or under as needed. Also: DART tall deck big block chevy 571, and a 672. Both with 8" rods. 11.625" DECK. 4.250" STROKE and 1.5" PISTON for the '571' cubic incher. And a 5" STROKE and 1.125" PISTON for the '672' cubic incher. respectively. Too many details to list here. Anyone whom wants engine help and cam selection help etc. i can get your cam selection and engine combo in the zone with target head cc and piston cc that you can adjust as needed by subtracting from one to the other. For example if your target piston cc is 16 cc with a 64 cc head that is actually 65cc and there is a 12 cc piston and a 20cc piston available, you select the smaller cc piston and polish or machine the relief to 16cc from 12cc. instead of using too big a cam or too small and too much compression or too little , etc. there is actually a very fine line people. sure many throw cams and heads at things and it works. i can get it in the sweet spot for you. thanks. All inquiries welcome. i give all knowledge and capability freely. we have covenant of salt not fancy paper. i am.
would be nice to see a maxed out pair of the best factory iron sb head vs a platinum series iron eagle 230cc head . just to see what the difference would be . i have paid $1200.00 for full port work, new valves etc on factory iron mopar bb heads (906 model) . they flowed almost identical to the sbc 230cc iron eagles we bought new in 2007 for $799.00 shipped . the iron eagle is an amazing head in the 230cc version on our 400 sbc . i have not tried any of the smaller ones . anyone know what the best full ported factory sbc iron head can flow at .600" + lift ? and retain good low lift numbers ?
Really good video, thanks for uploading! I'm looking at a set of the Iron Eagle's for my SBC and this video was just the trick!! Now the hard step and that's scuffin up the cash HA!
they did that with the gaskets to try to make the playing field as far as combustion size and compression ratio between the two heads to show how much better the eagles flowed once all that was addressed...as far as comparing them to vortecs? That's apples to oranges as the original eagles were designed as upgrade replacements for gen1 heads.
Just went with a set of Iron eagles and starting to regret going with them.Gave Jeff pahl from Dart engine parts and a couple grand to build me and engine and never saw anything again,that was over a year and a half ago.No one will give me any answers on what happened to my money and parts.They all run and hide ,why ?
If you didn't do anything to the dart heads than you wouldn't have taken them apart like a normal shmu!!!! 882 are notorious for exhaust cracking, seen cracks go all the way out the port.
Don’t buy and assembled new dart head and bolt them on. I bought brand new bare dart heads for my sprint car and the valve seat runout was fucking awful. Don’t think that because there new there worth a damn
i bought a set of these for my 70 chevelle. Its a 350 and before i had 1.94 valved heads with whatever sized cc it came with im guessing 58 or 64. I got the 72 cc iron eagles but im affraid i lowered the compression ratio too much. It feels like it has less now than it ever did. I have even put in a comp cams XE cam, 2,200 stall converter, and a 650 dp holley. Any advice? Or am i correct in thinking the C/R is just too low? Thanks
i agree the eagles are better then the 882's however you did mention that the eagles had 64cc chamber which boosts compression which we all know increases horespower dramaticly aslo you guys picked the worst chevy head ecver made the are basically the same as 624 heads so it wasnt a real match up in my book but it was a great video
Great comparison against a head that was literally on 9 out of 10 350's for far too long..... just because they were every where and cheap as dirt still wasn't a reason to run them, the dyno #s sure are proof of that!
@@Anarchy-Is-Liberty That does look weird , who ever - mike f - was he must have made some stupid political comment that has since been moderated . thanks for pointing that out so i can delete my out of context response ...
72cc is way too much. You would only be around 9-9.5:1 Should have gone at least 66-64cc. You could try tightening the piton to head clearance with a thinner gasket and also having the heads machined to match 64cc.
291s are the best double humps period. 462s are better heads than 186 / 041s. The 081 305 heads with 1.84 inch intake valves outflow the 186 heads with 1.94 and with 2.02 the 186s barely beat them.I use 081s on my 87 Monte Carlo SS K/SA and at 6300 RPM its making 419 hp with a set of unported heads, stock intake, and 750 quadrajunk. My stock eliminator has beat every 350 Ive ever run and almost all of them use double humps.
Back in the mid 90's, i built a chevy 355 small block using 882 heads, ported and polished, ss valves, 1.94int/1.60exh, screw in studs, dont remember if it had guide plates or not, 4valve relief flat top pistons, stock 5.700 rods, cast crank, eldelbrock rpm intake, hei ignition, competition cams single pattern hydraulic flat tappet 270-224@.050(.470int/.470exh/110ls), a holley 750vac-sec carburator, th350 rebuilt stock but with shift kit, 2000rpm stall converter and 4:10 posi rear... good for 14.40s 1/4mile in a heavy 1975 chevelle.
so it made.. about 350 hp?
Roughly... small block chevys are nice, you really cant go wrong with them.
+Bige4u its what i have.. except mines is a 388 with afr heads and a custom bullet cam.. shes decked out too
Later on, i had swapped the 882 heads out for a set of trickflow twisted wedge aluminum heads that featured 13degree intake valves(2.02) and standard 23degree exhaust valves(1.60) along with 63cc chambers. They worked great for a while, then they became a PITA, so i sold them off and then got a set of SR torquer heads(2.02/1.60/67cc) and been happy ever since, well, untill i sold my chevelle off back in 2009, talk about the ultimate regret, 3rd owner of it since Dec92. Now im on the look out for a 78-80 malibu, thinking of either going with a 383cid or a 427cid small block, light car with lots of engine = stupid fast. lol
+Bige4u wow. we're actually in the blueprinting stages of my dads 350 block. trying to get about 400 - 425hp/tq. i think his heads are 882 also. stock heads. and believe that engine is stupid slow lmao. gm rated it 260 hp. but it really feels like 100 hp. it accelerates sooooooo slow. so i told him... lets consider a edelbrock top end kit... 10.1 compression... i think its doable.. how much power are u wantin? i think that 383 can hang with a 427. no bs
882's outflow the 462 double humps up to .500 lift. If you want to do a comparison use the 291 double humps because the valve location and ports are different and make more power. I've beat several double hump headed motors with 882, 993, and even 624 castings. That low lift flow up to .500 is what makes the bigger chamber heads shine. I've never seen a double hump 462 or 291 casting flow what a big chamber does down low. And...even the exhaust side flow numbers are better. If you want to run and be competitive with double humps you need bigger valves and a lot of work. I wouldn't waist my time unless they're a 291 casting. Also all 2.02 double hump heads from gm had the valves unshrouded at the factory. All of the 1.94 heads didn't. Just a thing to remember.
Those smog heads may have flow numbers but they drink gasoline all day long , those big chambers and low mount spark plug locations are grossly inefficient, double bumps may not flow as well but what they do flow they make way better use of.....
Can you explain why my Edelbrock performer intake does not line up with your heads? Using 1206 gaskets
Does anyone realize it’s just a comparison? Stock vs. upgraded heads to show what you will gain.
There is another reason the Darts would have a huge advantage over the 882. The combustion chamber shape probably leads to a better fuel burn than the 882 heads.
Bunch of bull, you can install 2.02 valves in a lot of factory heads, looks like his top cut is too wide !
882s? come on how about pair or 441s or 906 vortecs
If you will notice around the 4:28 mark the head has been decked until it started cutting into the intake valve seat area. The only way to make the chamber any smaller would be to angle cut the heads--and then you get into all kinds of expense issues. The trouble really isn't worth the trouble. I prefer that the same gasket was used for both. Doesn't make any sense to use a thinner gasket for the stock head and handicap the aftermarket head when it could also use a thinner gasket just as easily
just got in a set of dart shp aluminum 200cc heads for a 383 we are building, JUNK!! is all I can say 12 valves were leaking, valve job looked like the local 3rd grade class done it, called dart and thay dident care
You know I was just watching someone else saying that they got in a pair of Dart aluminum heads and they were far from being race ready and he also complained and showed poor quality or as he called it mass production-- he suggested that a customer buy BARE heads and start from there
no out of the box head is going to have valve seat seal -and guides will be loose so they won't be too tight for people that don't know how to work on heads. all heads need hand work. PERIOD. no matter how good. when you do valve guide job correctly if even slighty tight anywhere down the tube or the wrong valve installed, it will stick, then you have a stuck valve -to avoid this major problem , production companies assemble them loose and the valves not sealing basically they are placed inside, you must do the valve hone for each valve and put them in the same hole when re-assembling. THIS IS NORMAL.
to have a set of heads from chevy that can match those iron eagles you need vortec or bowtie. 882 is the best of the worst and a more reasonable match would be 186 heads which are the best heads chevy installed on the 327 / 350s not 461s.
292's would've been my pick
The 186's would have had a way higher up front purchase price making them even more unaffordable overall than the Darts
The stock heads you said were 69cc where as the Dart heads were 64cc. This would account for some of the disparity of the hp numbers.
yes a huge amount and the 882 don't flow at .500" lifts the cam is too radical. a .400" to .460" lift cam would have been better, though this shows the flow at higher lifts far better. a circle track lift rule cam is in order to favor the 882's and the eagles shall still win. vortecs against lt1, double humps, 882's, and DART would be an awesome battle with a cam that works in all the heads range and 4 pattern would help all the worked over stock heads maybe also. and the dart would win just fun to watch and see, yes they should redo this, it would still sell their heads.
@@7REDDRACO7 You genuinely don't know what you are talking about, look up something called "area under the curve" study it, learn it, and then come back and tell us why those heads actually don't make big power.
@@luckyPiston area under the curve refers to the cam lobe shape, and lift versus duration at various degrees. the 882 heads do not make big power because the head design and valve placement and efficiency is low. A +O.5OO" lift cam helps an 882 head, although this much cam can be more suitable to a head design that efficiently uses that available lift. If the head does not breathe it, the power shall be down as shown. The dart heads make better power, and are a far better design. Although for high power applications. If you have the small runner dart iron heads; look to a dual layer exhaust valve material for heat dissipation, and chemical enlargement of the water jacket around the exhaust valve- where there is a major kink where water does not flow well around the exhaust valve. The smallest intake runner dart iron heads are best suited for street performance except where racing rules require a very stock like, or stock appearing iron head. 882 heads are obviously an ok to good stock performing head after heavy work, although not anything like a good worked vortec or lt1 head or more modern designs. i am building a few engines i would like to share the blueprints for anyone whom like to try:
Dart tall deck small block chevy 4.155" bore size.
9.325" DECK, 4" STROKE, 6.2" ROD, and a specialty custom highly squished ringland piston designed for street @ 1.125" PISTON . The crank/ rod journals are 2" or under as needed.
Also: DART tall deck big block chevy 571, and a 672. Both with 8" rods. 11.625" DECK. 4.250" STROKE and 1.5" PISTON for the '571' cubic incher. And a 5" STROKE and 1.125" PISTON for the '672' cubic incher. respectively. Too many details to list here. Anyone whom wants engine help and cam selection help etc. i can get your cam selection and engine combo in the zone with target head cc and piston cc that you can adjust as needed by subtracting from one to the other. For example if your target piston cc is 16 cc with a 64 cc head that is actually 65cc and there is a 12 cc piston and a 20cc piston available, you select the smaller cc piston and polish or machine the relief to 16cc from 12cc. instead of using too big a cam or too small and too much compression or too little , etc. there is actually a very fine line people. sure many throw cams and heads at things and it works. i can get it in the sweet spot for you. thanks. All inquiries welcome. i give all knowledge and capability freely. we have covenant of salt not fancy paper. i am.
My stock 492’ flow 206@.500!
would be nice to see a maxed out pair of the best factory iron sb head vs a platinum series iron eagle 230cc head . just to see what the difference would be . i have paid $1200.00 for full port work, new valves etc on factory iron mopar bb heads (906 model) . they flowed almost identical to the sbc 230cc iron eagles we bought new in 2007 for $799.00 shipped . the iron eagle is an amazing head in the 230cc version on our 400 sbc . i have not tried any of the smaller ones . anyone know what the best full ported factory sbc iron head can flow at .600" + lift ? and retain good low lift numbers ?
Really good video, thanks for uploading! I'm looking at a set of the Iron Eagle's for my SBC and this video was just the trick!! Now the hard step and that's scuffin up the cash HA!
bogus test using the 882s even with the work, he was scared to match it up against 291 double humps.
Why didn't you do a 461-462 comparison against the iron eagle? Nobody would use a 882 casting for good power.
don rutter ,better yet , the vortec
Exactly! 69cc chamber is 5 units larger than 64cc and compression IS power
they did that with the gaskets to try to make the playing field as far as combustion size and compression ratio between the two heads to show how much better the eagles flowed once all that was addressed...as far as comparing them to vortecs? That's apples to oranges as the original eagles were designed as upgrade replacements for gen1 heads.
talk about a stacked deck of cards...
Just went with a set of Iron eagles and starting to regret going with them.Gave Jeff pahl from Dart engine parts and a couple grand to build me and engine and never saw anything again,that was over a year and a half ago.No one will give me any answers on what happened to my money and parts.They all run and hide ,why ?
whoah! maybe you should call them again to see the progress on the heads. And get them heads back, and your money.
Nope heads,block,intake ,2 grand gone forever.....Richard Maskin and Jeff paul....nice guys
@@dmms660 Do you have a receipt?
If you didn't do anything to the dart heads than you wouldn't have taken them apart like a normal shmu!!!! 882 are notorious for exhaust cracking, seen cracks go all the way out the port.
Don’t buy and assembled new dart head and bolt them on. I bought brand new bare dart heads for my sprint car and the valve seat runout was fucking awful. Don’t think that because there new there worth a damn
Looks like these may go on the 383 I plan on building.
Jeez even sounds better if you pay attention
i bought a set of these for my 70 chevelle. Its a 350 and before i had 1.94 valved heads with whatever sized cc it came with im guessing 58 or 64. I got the 72 cc iron eagles but im affraid i lowered the compression ratio too much. It feels like it has less now than it ever did. I have even put in a comp cams XE cam, 2,200 stall converter, and a 650 dp holley. Any advice? Or am i correct in thinking the C/R is just too low? Thanks
Still waiting for an answer after 5 years? Dart must suck bad!
what damper is that yall are using?
The kind that works!!
I put a set of iron eagles on my 327 and went from 325 hp to over 1500 hp. Well worth the money.
Wow, those Heads are Majic.
I have some on my race car too, but it's in the shop right now
Are you saying just changing the heads you gained that mutch hp?
What cam are you using?
i agree the eagles are better then the 882's however you did mention that the eagles had 64cc chamber which boosts compression which we all know increases horespower dramaticly
aslo you guys picked the worst chevy head ecver made the are basically the same as 624 heads so it wasnt a real match up in my book but it was a great video
Great comparison against a head that was literally on 9 out of 10 350's for far too long..... just because they were every where and cheap as dirt still wasn't a reason to run them, the dyno #s sure are proof of that!
snake pliscan i heard you were dead...
@@mikef-gi2dg
That's what the left would like you to believe, they can keep their antifa/blm hell hole, ain't no way im ever goin back ta New York !
@@SnakePliscan WTF?
@@Anarchy-Is-Liberty That does look weird , who ever - mike f - was he must have made some stupid political comment that has since been moderated . thanks for pointing that out so i can delete my out of context response ...
72cc is way too much. You would only be around 9-9.5:1 Should have gone at least 66-64cc. You could try tightening the piton to head clearance with a thinner gasket and also having the heads machined to match 64cc.
dart heads > stock heads
you said it! 441's would've been the way to go......
not 441 they are 76cc better 041 or 186 to compare
291s are the best double humps period. 462s are better heads than 186 / 041s. The 081 305 heads with 1.84 inch intake valves outflow the 186 heads with 1.94 and with 2.02 the 186s barely beat them.I use 081s on my 87 Monte Carlo SS K/SA and at 6300 RPM its making 419 hp with a set of unported heads, stock intake, and 750 quadrajunk. My stock eliminator has beat every 350 Ive ever run and almost all of them use double humps.
now test against modded and unmodded vortec heads! yay!
Comparing a poor stock casting to a aftermarket performance head? And what's up with the stupid drums?
its exactly what I have
hows it holding up? any adjustments needed? power gain?