When you are switching from iron to aluminum heads you can safely go 1 whole point higher in compression because the aluminum dissipates heat so much better, that's one of the great advantages of aluminum heads, plus they weigh around 40 pounds less....
You read too many forums. Engine masters dynoed a sbc with dart iron and aluminum heads. Same compression same number. If I recall the aluminum made justva couple more hp
@@MrMark1325 So, if you test a cyl. head made of cast iron that has, say 10.0:1 compression ratio, and then compare it to an otherwise identical cyl. head made of aluminum that has 10.0:1 compression ratio, it's going to make the same amount of power....... But like I said, the advantage of an aluminum cyl. head is that you can safely run it up to 11.0:1 compression ratio, on the same octane fuel, before detonation will occur, because it dissipates heat so much better than the cyl. head made of cast iron. And it's that 1 point higher in compression ratio that the aluminum cyl. head allows you to run, is what makes it able to produce more power... That is why most all the major car companies have switched to using aluminum cylinder heads... And believe me, if I could've put it any clearer/planer than that, I would have, but I can't...
I didn't mean to build a bad ass performance engine it just kinda worked out that way, love it, just got a nice running 85,000 mile 318 85 d150, trying to tell myself just to enjoy it till next spring and wait till winters over up here in Illinois before tearing it down and rebuilding it, awesome video thanks
I had 11.2 to 1 On large port commandos Good luck I own a set of those heads as well speed masters Ported they’re good heads! Beautiful truck! I like it!!! I have a 89 short wheel base with a 9 /14 4:56 gear 727 On the street it I took out a newer Camaro with a 7.0 supercharged Texas speed motor with my old junk!!! No nitrous Naturally aspirated motor with my son in it! We loved it!!!
Thanks for the video. Good stuff. Like most of us, those kind of questions leave us scratching our heads. Leave it up the engineers from that manufacturer. Can’t go wrong with that. Especially if there is a failure and you claim a warranty issue.
Be careful with those heads! I have them in my 360 in my '71 Swinger, and I've spent more money in them than I can count. Speedmaster did not machine the pedestals for the rocker shafts correctly, which resulted in a broken shaft at 7,000RPM. I was lucky it didn't take anything else out in the process except for my valve cover. They use a 3/4" bit on a ball mill and make two passes to create something that closely resembles a 7/8" radius. However, on one side (where the fractures occurred), there was a cusp at the bottom of the pedestal. That cusp allowed the rocker shaft to move back and forth until it wore the cusp down just enough to back out a couple hold down bolts.
Wow... well that sucks.... haven't heard that.... 😕 they been ok in my dodge truck running to the dump and Lowe's etc.. I do jump in it once in awhile and go threw the gears... pulls good for a truck, but so far everything good with that 360 in there and those speedmasters...... well, now I'm lil worried..... I probably pull valve covers and have a look soon...
Wondering how your new speedmaster heads are working on tour d150 are working I have to buy heads for my dodge Wondering if u would recommend 5hem or not
That’s interesting about the 65 lbs. ft. A couple other youtubers (Bad Tree Productions and 318willrun) run Speedmaster heads, not sure if they mentioned that or not. I’d go with the manufacturer’s recommendation too.
On average, for that type of head swap, you will raise the compression ratio by 1-1.5, IE, if it was 10 to 1. It'll raise it to 11 to 1- 11.5 to one. This is not exact, just a rule of thumb/ball park figure, it's still a good idea to use an online compression calculator for a bit more precise calculation.
@@frankrizzo3922 Thanks for the reply, I'm sure everything will handle the higher compression no problem. You should still be able to use pump gas without any trouble, but you may not want to use the lowest grade stuff. I am basing my estimates off 3 engines that I personally know of, that did head swaps from 72cc open chamber heads to 64cc closed chamber. The only variables between the 3 engines were the different crush specs on the head gaskets used. Keep up the great vids. Am looking forward to the next one! 👍😁
I believe that your felpro gaskets have sealer on them already and you are not supposed to use any other sealer on them. I never have and I have never had any problems.
Studs were a bad move. I’ll never touch a speedmaster fastener again. Very brittle and they fail at low torque. Also studs pull on the block different than bolts, so without re honing it using the studs, you could make your cylinder seal worse. I do buy plenty of speedmaster parts, but never fasteners.
I'm curious to know if you've lost a head gasket yet with such low cylinder head torque specs? Kind of defeats the entire purpose of doing studs for the extra clamping force they provide to keep the cylinder head gaskets on. Luckily this isn't a performance engine are you probably would have lost them already.
Yes ... believe they will.... but check the 2.02 valve for cylinder wall clearance but I think it's 👍 ok.. worst case you'd have notch the block slightly...
I wonder why they stopped producing the Magnum versions . I would fiddle with a set if they were still around . They cannot be any worse than factory casting heads .
Cranking pressure might be a better indcator than compression ratio for head/gasket issues? Maybe I'm nitpicking, but I don't care for "compression ratio" as a term, even though we all know what is meant when hearing it. 9.5:1 for example is what? A volume ratio - bdc vs tdc. But 'compression' implies work... and that doesnt really begin until intake valve closes after bdc - a point where piston has already moved up the bore. Anyway, heads manage flow. The cam with its valve timing management determines compression for the heads in use. So... 11:1 [on pump gas] means intake valve closes somewhere in mid 70's degree area for typical chamber sizes - classic [street] muscle car territory will have a larger spread between advertised and 0.050" moments to accomodate that while reducing reversion problems. Those setups were largely dictated by spring technology of the era, with warranty being a key factor - we don't have to build like that anymore because modern spring tech is better.
I Agree and all well said! .. my cranking pressure was around 165 psi - but that's with the steel 596s ... curious what it will be now with these closed chamber speed masters... we'll see..🤔
Chevy 350 small block mopars 360 almost identical exhaust ports right in the middle side by side that's where they crack now look at a small block Ford separated like it's supposed to be Ford heads don't have that cracking problem like the Chevrolet and the mopars do
go to your local junk yard, grab some 300,000 mile magnum heads with valve guides that are shot, and rusty seats, cooked valve seals. grab the old head gaskets as well. your going to be further ahead of the game.
When you are switching from iron to aluminum heads you can safely go 1 whole point higher in compression because the aluminum dissipates heat so much better, that's one of the great advantages of aluminum heads, plus they weigh around 40 pounds less....
You read too many forums. Engine masters dynoed a sbc with dart iron and aluminum heads. Same compression same number. If I recall the aluminum made justva couple more hp
@@MrMark1325 So, if you test a cyl. head made of cast iron that has, say 10.0:1 compression ratio, and then compare it to an otherwise identical cyl. head made of aluminum that has 10.0:1 compression ratio, it's going to make the same amount of power.......
But like I said, the advantage of an aluminum cyl. head is that you can safely run it up to 11.0:1 compression ratio, on the same octane fuel, before detonation will occur, because it dissipates heat so much better than the cyl. head made of cast iron. And it's that 1 point higher in compression ratio that the aluminum cyl. head allows you to run, is what makes it able to produce more power... That is why most all the major car companies have switched to using aluminum cylinder heads...
And believe me, if I could've put it any clearer/planer than that, I would have, but I can't...
If i was going O.E.M. Head Gasket to FEL PRO THICK GASKET as show Blue ones then that is compression loss
I used 75 ft. lbs. on my Edelbrock SB heads back in '99. No problems with a 1008 gasket and ARP bolts, 10.5:1 compression, 416" motor.
That's good to know!! Thanks 😊
That's a really nice review for the heads and install tips. Thank you.
I didn't mean to build a bad ass performance engine it just kinda worked out that way, love it, just got a nice running 85,000 mile 318 85 d150, trying to tell myself just to enjoy it till next spring and wait till winters over up here in Illinois before tearing it down and rebuilding it, awesome video thanks
I had 11.2 to 1
On large port commandos
Good luck
I own a set of those heads as well speed masters
Ported they’re good heads!
Beautiful truck!
I like it!!!
I have a 89 short wheel base with a 9 /14 4:56 gear
727
On the street it I took out a newer Camaro with a 7.0 supercharged Texas speed motor with my old junk!!!
No nitrous
Naturally aspirated motor with my son in it!
We loved it!!!
It's going to really perform great!!!
We're going to pick up a 2002 360 tomorrow, Wish me luck... thx for the ideas.
Good video thanks for sharing frank
What size camshaft are you running in your engine
Thanks for the video. Good stuff. Like most of us, those kind of questions leave us scratching our heads. Leave it up the engineers from that manufacturer. Can’t go wrong with that. Especially if there is a failure and you claim a warranty issue.
Funny guy. I like the video. Informative. Real shit right here
Be careful with those heads! I have them in my 360 in my '71 Swinger, and I've spent more money in them than I can count. Speedmaster did not machine the pedestals for the rocker shafts correctly, which resulted in a broken shaft at 7,000RPM. I was lucky it didn't take anything else out in the process except for my valve cover. They use a 3/4" bit on a ball mill and make two passes to create something that closely resembles a 7/8" radius. However, on one side (where the fractures occurred), there was a cusp at the bottom of the pedestal. That cusp allowed the rocker shaft to move back and forth until it wore the cusp down just enough to back out a couple hold down bolts.
and the guides fail
Do you think they would be a good core to be flow benched and milled, or is the quality just not there?
@@timbrwolf1121 if you're buying an unfinished core and plan on going over every little thing (and you can weld) then sure!
Wow... well that sucks.... haven't heard that.... 😕 they been ok in my dodge truck running to the dump and Lowe's etc.. I do jump in it once in awhile and go threw the gears... pulls good for a truck, but so far everything good with that 360 in there and those speedmasters...... well, now I'm lil worried..... I probably pull valve covers and have a look soon...
If you are turning 7000k spend the extra money for race heads. For a 5000 to 5500 street motor they are just fine.
Haven heard good things about keith black pistons I went with speed pro pistons for my 360 those heads look pretty good hope they do good for you
I have used those gaskets before and after a while one leaked!
I went to cometic after with no problems
I might look into these for the 318 I’m piddling around with
Yup... I love 318s.... they can be a great performance package for saving money if staying under 400hp... 💰.... 😉
Nice vid, new sub. 👍💪
Im installing the speedmaster head studs on my 318. Did you use two long studs per side?
This dude funny as hell! 🤣🤣🤣🤣🤣🤣
Wondering how your new speedmaster heads are working on tour d150 are working I have to buy heads for my dodge Wondering if u would recommend 5hem or not
how is it performing a year later?
Dumb question but in that truck what kind of fuel mileage are you getting with that 360 set up? Auto trans?
That’s interesting about the 65 lbs. ft. A couple other youtubers (Bad Tree Productions and 318willrun) run Speedmaster heads, not sure if they mentioned that or not. I’d go with the manufacturer’s recommendation too.
Yes.... absolutely 💯
Your engine will be strong and durable to last long. I can’t wait to see you crank the motor up on your next video.
Thanks! Yea ought to be pretty good for a pickup truck.... 😊
On average, for that type of head swap, you will raise the compression ratio by 1-1.5,
IE, if it was 10 to 1. It'll raise it to 11 to 1- 11.5 to one.
This is not exact, just a rule of thumb/ball park figure, it's still a good idea to use an online compression calculator for a bit more precise calculation.
Well, atleast being aluminum heads should help with the extra compression... hope it's not too much... we'll see!
@@frankrizzo3922
Thanks for the reply, I'm sure everything will handle the higher compression no problem.
You should still be able to use pump gas without any trouble, but you may not want to use the lowest grade stuff.
I am basing my estimates off 3 engines that I personally know of, that did head swaps from 72cc open chamber heads to 64cc closed chamber.
The only variables between the 3 engines were the different crush specs on the head gaskets used.
Keep up the great vids.
Am looking forward to the next one!
👍😁
I believe that your felpro gaskets have sealer on them already and you are not supposed to use any other sealer on them. I never have and I have never had any problems.
Do you know if these ca be used on 5.2/5.9 magnum engines?
It is not called out on the Speedmaster site. That tells me that these are LA heads.
What part of Florida are you from
Studs were a bad move. I’ll never touch a speedmaster fastener again. Very brittle and they fail at low torque. Also studs pull on the block different than bolts, so without re honing it using the studs, you could make your cylinder seal worse. I do buy plenty of speedmaster parts, but never fasteners.
That's interesting... so far they ok but this kinda stuff does worry me.... 😟
I'm curious to know if you've lost a head gasket yet with such low cylinder head torque specs? Kind of defeats the entire purpose of doing studs for the extra clamping force they provide to keep the cylinder head gaskets on. Luckily this isn't a performance engine are you probably would have lost them already.
👍
initial torque setting
65 lbs was informed by speedmaster..
Will they fit318?
Yes ... believe they will.... but check the 2.02 valve for cylinder wall clearance but I think it's 👍 ok.. worst case you'd have notch the block slightly...
I wonder why they stopped producing the Magnum versions . I would fiddle with a set if they were still around . They cannot be any worse than factory casting heads .
If you were at 10.5-1 with open chamber head's your going to be around 12.0-1 with them small chamber head's
Will the aftermarket industry ever learn, that the factory didn't add a heat crossover just für fun?
Cranking pressure might be a better indcator than compression ratio for head/gasket issues? Maybe I'm nitpicking, but I don't care for "compression ratio" as a term, even though we all know what is meant when hearing it. 9.5:1 for example is what? A volume ratio - bdc vs tdc. But 'compression' implies work... and that doesnt really begin until intake valve closes after bdc - a point where piston has already moved up the bore. Anyway, heads manage flow. The cam with its valve timing management determines compression for the heads in use. So... 11:1 [on pump gas] means intake valve closes somewhere in mid 70's degree area for typical chamber sizes - classic [street] muscle car territory will have a larger spread between advertised and 0.050" moments to accomodate that while reducing reversion problems. Those setups were largely dictated by spring technology of the era, with warranty being a key factor - we don't have to build like that anymore because modern spring tech is better.
I Agree and all well said! .. my cranking pressure was around 165 psi - but that's with the steel 596s ... curious what it will be now with these closed chamber speed masters... we'll see..🤔
You will need to run premium gas or e 85 gas to combat detonation imo
Chevy 350 small block mopars 360 almost identical exhaust ports right in the middle side by side that's where they crack now look at a small block Ford separated like it's supposed to be Ford heads don't have that cracking problem like the Chevrolet and the mopars do
Yes that cold weather I'm in Tennessee seems like you got to work on um when it's as cold as a well diggers butt.
Number one rule of internet. Verify info & until then treat all info as entertainment only.
speed master ? isnt that "procomp" kings of inferior alloy and wrong position machining ?
So far they ok on that truck... I've been running it.. but yea I hear that kinda stuff about speedmaster... 😏
Just get a crate hellcat motor and be done.😎👊🏻
Exactly. They are cheap. Around $500 for a low mileage example. Or not.....
go to your local junk yard, grab some 300,000 mile magnum heads with valve guides that are shot, and rusty seats, cooked valve seals. grab the old head gaskets as well. your going to be further ahead of the game.
Better off doing away with that la block get a magnum
is a stupid truck, a fool an money are soon parted
Spot it you got it!
Why is it a stupid truck?
Show us on this doll where the truck hurt you......