Reply With Quoteim also running quiet a big cam its a 244 intake 254 exhaust @.050 with a gross lift of .580 intake .585 exhaust am i going to run into clearence issues??????? come on lakes only wheres the bbf info
im running a flat top piston on a 71 460 block .. i was originally running a d3ve-a2a head but just got my hands on a flowed set of c9ve-a heads.. whats my compression looking like on these heads . i relize its going to be a race gas motor. also will my valve springs from the d3ve heads swap over to the c9ve heads.. thanks all...
im also running quiet a big cam its a 244 intake 254 exhaust @.050 with a gross lift of .580 intake .585 exhaust am i going to run into clearence issues??????? come on lakes only wheres the bbf info
im also running quiet a big cam its a 244 intake 254 exhaust @.050 with a gross lift of .580 intake .585 exhaust am i going to run into clearence issues??????? come on lakes only wheres the bbf info
Do the pistons deck? are they a true flat top with no valve reliefs or anything?
im running a flat top piston on a 71 460 block ... i was originally running a d3ve-a2a head but just got my hands on a flowed set of c9ve-a heads.. whats my compression looking like on these heads. also will my valve springs from the d3ve heads swap over to the c9ve heads...im also running quiet a big cam its a 244 intake 254 exhaust @.050 with a gross lift of .580 intake .585 exhaust am i going to run into clearence issues??????? thanks all...w/o knowing details such as bore diameter, head gasket, deck height, etc, these compression ratios (c/r) are ballparked and reasonably accurate.
D1VE block with .030" flat tops and D3VE heads = ~9.25:1 c/r
D1VE block with .030" flat tops and C9VE heads = ~11.25:1 c/r
Genreally speaking, the springs used with your aftermarket cam should transfer from one head casting to the other head casting with the requisite setup effort, however the valve train systems between the two head castings in question are entirely different from one another (unless the D3VE heads have been converted from pedestal mount to sutd mount rockers), and therefore you will need to change valve train systems as well.
Again, without knowing details about the componentry, no telling whether you'll run into piston-to-valve clearance issues. More likely than not, you ought not have clearance issues...BUT keep in mind that the C9VE heads will put all your valve train activity .100" closer to the pistons at any given time of engine operation than they were with the D3VE heads. So be sure to evaluate your piston-to-valve clearances.
LO
thanks paul .. i was figuring a static compression of about 11.7 ....i have studs and rollers for the c9ve's ... And it is .030 over. now with the cam specs above what kinda intake am i gonna want to run... i have a performer on it now but wouldnt mind buyin somethind else if its gonna help my power.....its also on a 800cfm carb thanks
My vote is for the Edelbrock Victor 460. The Weiand Stealth will do the job; the Victor 460 gives you more room to grow.
LO
thats also what i was thinking....
come on lakes only wheres the bbf info
What dose this guy know about FERDS?
thanks paul .. i was figuring a static compression of about 11.7 ....i have studs and rollers for the c9ve's ... And it is .030 over. now with the cam specs above what kinda intake am i gonna want to run... i have a performer on it now but wouldnt mind buyin somethind else if its gonna help my power.....its also on a 800cfm carb thanks
If you are going to use guide plates you may need to mill the thickness of the guide plate off the head where the studs screw in, my crower rockers hit the radius of the stud when I didn't have the heads machined for the guide plates.
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