Chevy 824 heads

Included are dedicated castings from Mast Motorsports and Procomp Motorsport, five different CNC-ported stock castings from various manufacturers, and a baseline test of stock LS3 heads. It should not be overlooked that our test motor produced nearly hp with those OE, as-cast cylinder heads.

Along with a significant amount of airflow and power data, this test features controversy, destruction, and one seriously stout test mule. We built a ci stroker to match the monster flow offered by the heads being tested, and credit must be given to Darton Machinery, Wiseco Pistons, and K1 Technologies for their support of this project.

Darton machined the factory block and installed its ultrabeefy Modular Integrated Deck MID kit that allowed us to safely combine a set of 4. We had a static compression ratio of The reason for the wide split between intake and exhaust duration is that the rectangular-port heads feature a relatively poor intake-to-exhaust-flow relationship as a result of impressive intake flow always desirable but lackluster exhaust flow not so much.

We ran all our tests using a single-plane intake from Mast Motorsports and also checked one of the combinations with the FAST LSXR LS3 intake and mm throttle-body to illustrate the difference in power between the carbureted and injected combos. The Mast intake is a work of art and would be a welcome addition to any race motor. It would not fit under the hood of any production car we know of, but it sure looked cool topped off by the 1,cfm Holley Ultra Dominator carburetor.

Even during carbureted testing, a FAST system provided the timing curve. Jetting and timing were adjusted for each setup, but every combination produced best power with 28 degrees of total timing. All the heads were run with stock LS3 rockers with one exception: The degree, large-bore Mast heads required 1.

882 vs. 336 heads.

This increased lift from 0. That obviously added power, but the Mast heads also offered the highest airflow, so let the controversy begin. Each combination was run from 3, rpm to 7, rpm. Regardless of the heads installed, the engine always made peak power below 7, rpm. For every test, we've reported not just the peaks but also the average horsepower and torque from 3, to 6, rpm along with the torque reading at 4, rpm an indication of low-speed performance.

Every head was also checked on the flow bench, and the combustion chamber and intake port volumes were measured. The manufacturers supplied their heads with 70cc chambers our measurement only verified that we had no high-compression ringers and sufficient spring pressure for our cam and rpm potential.

See the results yourself each dyno graph compares the head tested with the stock LS3 headsbut except the Mast degree heads, the difference in average power among all the 1. We look at the data in terms of peak and average numbers, but the reality is that 1 or 2 hp is irrelevant when the motor makes more than hp.

Any of these LS3 heads including the stock castings are capable of serious power. Owning an LS3-headed motor has never been better. Our baseline test used stock, as-cast heads that we removed from an LS3 crate engine, though these heads are also available from GM Performance Parts, and they are the most affordable heads we tested.Gain extra benefits by becoming a Supporting Member Click here find out how!

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Someone tell me about "624" heads??

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Forum Rules. I've looked in all my books and on Nastys site and cant find anything with in it. I take it is the last 3 digits in the casting?

Big Block Chevy - Godzilla Rat

Post the complete and it might be easier to ID them. Maybe it's a 6; as in I had heads on an engine I took out of a '78 Chev van Looked into to them and found they were 76cc, weak castings Interchange manual does not recommend them for any hi-po application where the engine may get extremely hot Look for something else.

They are also a light casting, look on the outside bottom edge of the head, it will have a bunch of indents.

The stonger castings have a straight edge with only one or two small indents, used for the oil dipstick entrance on the block.Please specify cam lift in comments section when ordering heads. Help is just a click away! Products to Compare max of 3 X. Add to Cart.

World Sportsman II Small Block Chevy Iron Heads, Straight Plug

In Stock. Ships FREE here for details and exclusions.

824 TPA 1996 Chevrolet Camaro Z28 SS 5.7L V8 MPI OHV 16V 4 Speed Automatic

Select your vehicle to verify fitment. Select a vehicle to verify fitment. Select Vehicle. Part Starting from. Add to Buildlist.

Click to Login. Cylinder Head Style:. Material Type:. Cast Iron. Combustion Chamber Volume:. Intake Runner Volume:. Exhaust Runner Volume:. Combustion Chamber Volume Range:. Intake Runner Volume Range:. Exhaust Runner Volume Range:.

chevy 824 heads

Spark Plug Style:. Intake Port Shape:. Exhaust Port Shape:. Intake Valve Diameter:. Exhaust Valve Diameter:. Sold in Quantity:. Bolt on from 30 to 70 additional H. Dyno Proven Combustion chambers available in 64cc Available with either angle, or straight spark plugs cc intake runners Fully machined rocker cover rails Higher, wider, raised roof intake runner with improved short turn radius Sportsman II Application Chart GIF Please specify cam lift in comments section when ordering heads.

Assembled heads are built to order.Welcome to Club Hot Rod!

chevy 824 heads

I want to register an account for free right now! Forum Rules. I am building a 53 Ford f The water pump discharges on the driver side. Unlike other forums, this one is not owned by a multi million dollar conglomerate. Just a simple forum, for like mind folks who get to use it for free, whenever they feel like it, 24x7x It burns Jerry Clayton is a ledged in his own time and has forgot Remember Me? Results 1 to 4 of 4. Are the original heads on my '92 CSB engine worth modifying, or are they just junk who should be swapped with Vortec heads or something?

Register now for free! No they aren't junk. They get called that because very few people ever bothered to look at them, measure their airflow, and explain why the factory designed them the way they did with the swirl ramp under the intake valve and considered what they were intended for. The popular and ignorant knee-jerk reaction from auto magazines, and many web sites like Thirdgen. First they're not performance heads, but then again they weren't designed for that.

No iron production GM factory head qualified as a "performance" head until the LT1 heads issued in the Corvette. The Vette did get aluminum heads in late IIRC, but those were clones of the iron casting and didn't flow any better until when they got D-shaped ports on the exhaust side.

So the L98 aluminum L98 heads weren't really that great as far as airflow and burn speed when they were introduced so they weren't performance heads either, but they did weigh a lot less than the iron heads. They got much better later on when GMPP cleaned up the ports, and back cut the valves, and improved the casting The don't flow quite as well on the intake side as the TPI heads but they flow much better on the exhaust side.

There is a long thread at TGO that lists the flow numbers for the SP and non-SP production sbc heads, so you can see the numbers yourself, and the links to the original source material is also provided. There are people on Thirdgen. There are also people that have ported the SP heads and had even better results.

So in either case, stock or ported, they respond to engine mods the same way as earlier Chevy sbc engines did.Gain extra benefits by becoming a Supporting Member Click here find out how! Send Private Topic View Profile. Execution time: 0.

All times are GMT Pacific. Current time is PM Top. Attach Photos to Posts. Contact Us. My Cookies. Frequently Asked Questions. Forum Rules. Username Post: What can you tell me about these heads? I wouldn't waste any money on them or use them if you are looking for any real performance.

They are great for low rpm and would probably make good off idle torque. I would imagine they fall off around rpm. Do not spend a great deal of time or money on any used head it usually cheaper in the long run to buy a new set of after market heads that will perform better on a bad day than factory heads on a good day.

Very similar in design, but doesn't have the real swirl head design - you can see the difference between the two heads between the valves at the bottom of the combustion chamber. Strictly speaking, when new they were called Vortec heads, but they are not the head design everyone is out there looking for.

In addition, the combustion chambers are smaller - like 58 cc - for thewhich raises your compression ratio. This is OK if that is what you are looking for. These heads will have most of the power down low that vortec heads do, but only up to rpm - after that they fall flat.

You WILL need a vortec manifold to use them - Yes, I've seen people adapt the earlier pre manifold to them, but since the intake runners are a little taller than those in the intake manifold, they have a tendency to leak at the top or the bottom of the runner. The head has a HUGE combustion chamber if you are running flat top pistons - your compression will be in the 7.

If you have flat top pistons, you would want the heads providing you have the intake, because it would raise your compression to about 9 to 1. At your altitude, you want more compression.Discussion in ' High Performance Modifications ' started by probizjudiDec 7, Someone tell me about "" heads??

Dec 7, 1.

Messages: 1, Likes Received: 2. Dec 7, 2. Messages: 69 Likes Received: 0. If your referring to the last 3 digits of the heads this is all I could find on Mortec.

Dec 7, 3. Messages: 4, Likes Received: 2. They are D chamber also. I had a set rebuilt then after rebuilding them i went with the vortec heads. What your plan with those heads anyway?? Dec 7, 4. Well I thought we had GM double humps but a mechanic who is doing some finishing touches on the car said they were not double hump and "looked like" 's but he wasnt sure unless he could check the casting nbr.

He said they were a little better than double humps.

chevy 824 heads

They are on a with a mild cam. More of a "cruisin' " car not a drag car. Thx for your help! Dec 7, 5. Dec 7, 6. Messages: 2, Likes Received: 0. Dec 7, 7. Messages: 9, Likes Received: 2. I will agree that they were crack prone, and most often seen with 1. They were also on the L Corvette engine with 2. Nonetheless, still about the least desireable head, but it terms of performance really no worse than any other GM smogger heads with comparable valve sizes.

Dec 7, 8. Messages: 11, Likes Received: These are what came off my motor when I put the trick flows on. Lightweight casting.Welcome to Club Hot Rod! I want to register an account for free right now! Forum Rules. Crikey, when I saw that you'd welded the steering shaft I just couldn't believe it!

Your rules and regulations must be far easier to work with than Not many USA die-cast toys came to N. Very COOL!! Looking forward to some videos as you progress! I got these stainless spring latches for the tailgate. Using stainless nutzerts to screw them on, broke the mandrel so have to wait to finish the install, Probably my fault for over tightening the Remember Me? Results 1 to 4 of 4.

chevy 824 heads

Are the original heads on my '92 CSB engine worth modifying, or are they just junk who should be swapped with Vortec heads or something? Register now for free! No they aren't junk. They get called that because very few people ever bothered to look at them, measure their airflow, and explain why the factory designed them the way they did with the swirl ramp under the intake valve and considered what they were intended for.

The popular and ignorant knee-jerk reaction from auto magazines, and many web sites like Thirdgen. First they're not performance heads, but then again they weren't designed for that. No iron production GM factory head qualified as a "performance" head until the LT1 heads issued in the Corvette.

The Vette did get aluminum heads in late IIRC, but those were clones of the iron casting and didn't flow any better until when they got D-shaped ports on the exhaust side. So the L98 aluminum L98 heads weren't really that great as far as airflow and burn speed when they were introduced so they weren't performance heads either, but they did weigh a lot less than the iron heads.

They got much better later on when GMPP cleaned up the ports, and back cut the valves, and improved the casting The don't flow quite as well on the intake side as the TPI heads but they flow much better on the exhaust side.

There is a long thread at TGO that lists the flow numbers for the SP and non-SP production sbc heads, so you can see the numbers yourself, and the links to the original source material is also provided. There are people on Thirdgen.


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