Joined: Sep 20, Posts: Profile Page. Also exhaust manifolds. Center dump and rams horns do not work with the Vortec heads. The center 2 spark plugs are moved closer together. The factory manifolds are rear dump only. Having this prob with a friends 69 vet. He wants a crate motor. No good GM crate motors work with rams horns. Just the GM goodwrench hp. H , Jul 6, Joined: Aug 5, Posts: 2, Profile Page. Looks like headers are in my future, any suggestions on those?
Joined: Nov 11, Posts: 25, Profile Page. This head has been redrilled for earlier intake manifold to bolt up. The raised intake ports of the vortec heads is one of the things that makes them better. Welding up the manifold is useless, it makes a seal but castrated the port.
Choose a head with a smaller runner volume and have it milled to reduce chamber volume is what is most commonly done. You'll want to research that issue if you are planning to try to put 2. Investigate bore notching "eyebrows" for valve clearance and improved flow. Being a is going to eliminate a lot of your head choices.
Trying to build a high power naturally aspirated is a complete waste of time and money If you can manage to get Hp out of a pump gas naturally aspirated you are doing amazingly well. Harder to do than a HP Ericnova72 , Jul 8, Joined: Feb 15, Posts: 45 Profile Page. If you really want only torque, then why are you looking at Vortech heads which increase HP?
Keep with the small chamber heads for more air velocity, use your existing smaller intake, and install a torque cam. Or spend up and get a crate , install vortech heads and a suitable Airgap manifold. Then you'll gain tq and hp. Most aftermarket Vortech heads will also require longer pushrods, a head stud kit, etc Joined: Dec 18, Posts: 1, Profile Page. Wiseco never made a cast piston. After that statement I was concerned you didn't really know what was really inside your engine.
You better be sure what's in there before you go swapping heads, might end up with something that doesn't work at all. From streetmusclemag. This engine was introduced in other truck lines as VortecMAX for LQ9s are built only in From hotrodders. The heads, intake … From motortrend. Post by MikeB » Tue Apr 16, pm. Would like to hear recommendations for intake manifold gaskets to fit GM "" Vortec heads and Weiand Street Warrior manifold.
This engine includes aluminum heads and second generation vortec intake. Torque specs: cubic inch, HP … From tfrecipes. You can get a vortec manifold with dual bolt patterns.
Check out our three recipes to pick up real power. From motortrend. Learn the physical differences between traditional small b From youtube. Are you looking to get almost more horsepower from your GM crate engine? This is the Speed Secrets episode for you! Authorized Edelbrock Dealer. Brand New. From ebay. For more details on this spectacular product, read on. Best cam for with Vortec heads Reviews 1. From newgaragesource. Get it Mon, Oct 25 - Tue, Nov 2.
As far as the by pass hole for the water pump that is there for if the thermostat gets stuck we block this off in all race Jul 4, 3. Last edited: Jul 4, Jul 4, 4. Messages: 1, Likes Received: 1. Dirt, awesome Vortec info as usual from you. I believe the new GM Vortec Heads are casting number '' but they retain the '' characteristics like you mentioned. What are those EQ heads you made reference to?
Also, with Sallee Chevrolet's solution to the R-G clearance issue, wouldn't installing taller springs require longer valves or machining down the spring seat? Jul 4, 5. Jul 4, 6. These posts were taken from the Team Camaro and Team Chevelle bulletin boards over a period of a few years.
However -- the below posts are pure gold for the Vortec enthusiast, and are a highly interesting read from the man who was at the GMPP helm during the Vortec 'revolution'. First some assumptions, air fuel ratio is right, meaning enough present oxegen to support total combustion of the fuel. Second, forget about the "crevice", the area above the top ring between piston and cylinder wall where the fuel will not burn efficiently.
Third, assume flat top piston, best design, promotes most rapid flame travel. Now compare a theoretical combustion chamber with piston at tdc and no air movement. This of coarse would never happen, but bare with me. To burn the fuel would require maybe 60 degrees of timing lead, because you have only the close proximity of the fuel atoms to spread the burn from the plug accross the area of the chamber. This would mean your engine would "fight" against building combustion pressure as piston approached tdc.
Very inefficient. The turbulence speeds the spread of the burn, but in a random and uncontrollable fashion. Requireing maybe degrees ignition timing lead. Better, but still not great. This is all heads built prior to the early 90's. And, most aftermarket heads, which are "tweaked" copies of "old fashioned" production heads. Now consider the Vortec head with its predictable and repeatable swirll patterns. Faster burn rate than our previous examples, requireing even less timing lead, about degrees, therefore engine has to fight the mounting pressure less than the previous examples.
This means more power available to put to the ground, or up in smoke I guess. The theoretical ideal engine would have such a fast burn rate that total combustion would happen at the moment of ignition. Then you could run 0 or 1 degree timing lead.
Don't hold your breath waiting for this to be reality, the laws of physics aren't cooperating with us on that one. Make sense to ya? Regarding port design, "total area under the curve" is most important. Most buy heads based on peak claimed flow at some valve lift ie. But more important than that is flow at all levels and particularly low lift flow. If you chart your flow at all valve lifts from open to close it looks like a bell graph the line will be shaped like a bell.
The fatter the bell the better. A narrow pointy bell is no good. Also, you need efficient flow management, that is laminar flow without turbulence in the ports. Turbulence creates "voids" or low pressure pockets that mean your port will not pass as much air as the same port witout turbulence would.
Laminar flow takes the air through the port intact, essentially fills the port with quality air without "voids". Another thing to consider is velocity and momentum. Air and fuel have mass, so they can be accelerated and will have momentum.
And it gives the air fuel high velocity and momentum so that it has a lot of energy when it hits the back side of the open valve, because at this point it has to be redirected and loses energy as it's redirected. So, bottom line is best high velocity laminar flow at all valve lifts with a controlled high swirll chamber, combined with a flat top piston. Currently, no aftermarket head can begin to compare with the Vortec, even the Fast Burn lags a little behind in the quality of these characteristics.
Jul 4, 7. Here is what I know about vortec heads. Intake flow comparable to LT4 heads. Exhaust flow comparable to LT4 up to. Max valve lift is. Stock vortecs, modified only for valve lift will make HP on a high compression shortblock typical circle track engine.
Vortecs require a Vortec style 8 bolt intake, they should not be modified for older 12 bolt style intakes, not enough section thickness for proper bolt retention at the location of the center bolts. Also, most intakes can't be ported enough to match the raised intake ports on the vortecs. Durability of the vortecs is not a concern, the reference in the catalog is for the rpm,13 to 1 circle track guys.
The intake bolt pattern is different and utilizes an eight-bolt attachment. The bolt pattern and the number casting is the quickest way to differentiate a Vortec Head from a regular head. The Vortec head is available in two casting numbers and that offer identical performance virtues.
You can also check the casting mark on the end of the head and check for three triangular saw-tooth casting marks that indicate Vortec potency.
The intake valve seat of the Vortec head has a three-angle grind straight from the factory and the combustion chamber design is a radical departure from former GM heads utilized in the market.
The Vortec combustion chamber is a kidney-shaped design that promotes better combustion and will have the spark plug located near the center of the chamber.
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