I am currently bilding ( rebuilding ) a '92 rs camaro w / a '79 350 . The motor is bord 30 over , but has a stck spec. bottem end on it .I plan to use a set of KB pistons ( flat top hyper. ) w/ the stock rods and crank . The heads I want to use are '87 and up nonvrtech ( 2.02 1.60 58cc ) built heads . I have a set 1.5 roller rockers to put in it ,but I want to use a comp 292 cam ( cca-cl12-213-3 summit pn. ) I was told it would be too big for what I hve in the car . I have seen them used in lesser motors , but that dosen't mean it was the best thing for it . Any suggestions ? I almost forgot to tell you I am useing a TH350 w / a 2500 stall . I am considering a bigger stall if a have too . I still want it on the street . Just for the weekend ( rice burning ) .

 

As long as you check the valve guide/spring retainer clearance as you assemble the valve train, and you have at least 0.050", there should be no serious trouble. Of course, ths springs will need to be checked for bind, and all the studs screwed or pinned, and push rod length checked, but beyond the standard cam swap exercises, nothing special should arise.

The old stock rods may be a bit light-duty for serious power, but you probably are aware of that and plan to keep the loads moderated a bit.

 

I have'nt checked any of that yet . I am currently tring to get my harmonic balancer puller back from a friend so I can find out what cam is in the car . I know it is a pretty big cam because the motor ran loapy ,it had a very strong idal and a slite lag below about 1500 rpm's . Hope to find out soon . I'll keep you posted .

 

What heads are they, exactly?

The only answer that is useful here, is a casting number.

All that drivel about "non Vortec" (the casting number tells that with far greater precision), the sizes of valves somebody stuck in them, "built" (I would certainly hope they're not "disassembled" )and all that, is worthless.

Some description of any porting work that has been done would be useful as well. Details will help; bowl work, guide smoothing, etc. Details. Not, "my mechanic said he had a Stage 2 job done on them" or the like.

That cam will require more stall than 2500 in a 350. Especially if it has less than 3.73 gears in it. Which brings up another question: what gears doe sthe car have? And, how much does it weigh?

 

The casting numbers are ( 14102193 ) wich will telll you they are cast iron GM '87 and up heads . I am currently waiting on my friend to get back from offshore to get me the full build spect's on the heads . All I do know for now is that they have 2.02;1.60 valves as stated before . There is no deck work or porting that I can tell ( wich would be pretty noticable ) . I am just going on his word that they are 58cc heads . I will have more info in a few days . Sorry for the lack on info ,bare with me .

 

Well, IF they are 193s, they have 64 cc chambers and are the swirl port design. Combined with the right cam, it will be a great street performer.

 

Were cain I find the factory spects on the heads . All I have been able to find is the valve size and year . Help if you can . Thank you.

 

yea, but a big cam and 193 heads isn't a hot combo.
those are 305 TBI heads aren't they? (or 350?) either way, low RPM (read, low performance) heads. fine for street, but they'll be embarassed at the track.
valve size isn't as important as people say it is. Big valves and swirl ports don't sound like a winning combo to me... wouldn't that be like a tunnel ram intake, and a 204/214 cam?


ARP rod bolts can help beef up your bottom end a bit. ARP main bolts are good too.

 

for that info , but what the heck is the swirl port biz . I have'nt used very many stock heads so I am behind on details . We always used after market heads . I'm tring to make a do it you'r selfer car this time so any help will be great . what would you recommend ?

 

I would not call the swirl ports, "LOW" performance heads. They will outperform most other GM castings, especially in low-mid range torque and fuel mileage. A stock set of 187s were able to beat ported 416s until 4,200 rpm, and stay right with them all the way to 4,500 rpm and this was with a single plane intake and a moderate roller cam. I would not dismiss the swirl ports for street performance. They flow a little less than 083 TPI heads on the intake, but more on the exhaust, feature a faster burn, and necessitate less timing advance.

 

joey, if you look in the pic fast355 posted, at the intake guide in the bowl, you'll see a funky "step", that's the "swirl port". It causes your incoming air to "swirl" which greatly enhances mixing. Hence why it needs less timing (you can run cheaper gas), and makes better low end torque.

of course a hindrance in the incoming air path does lessen flow, which is why *most* people dislike swirl port heads. For a budget build, or daily driver, they're pretty good I suppose.
I just finished porting 416 heads myself, maybe i'll stack them up against your 193 results fast355 For some reason i'm thinking the ported 416's weren't done so great if they made less power then stock 193s (at least until 4500 RPM)...
do you have a link to the dyno graphs? (I think I glanced at the thread before, but it was so long I never ended up seeing the graphs...)

 

I was actually speaking of Dewey316s results.

I switched from ported 601s to ported 193s and picked up power everywhere (I did swap to a LT1 roller cam at the same time though).

https://www.thirdgen.org/forums/tbi/...=tbi+head+swap

 

Thank you guys for all the help . I have my buddy e-mailing me the true spects on those 193' s ( he had them built ) so that I can start figureing out what pistons and cam to use instead of the 292 I origonaly wanted . Feel free to put in you'r 2 cents on this too . Thanks again .

 

you can post complete specs on those heads, and we can give better advice, it's too soon now. I think you'll be looking at compxe262 ish range though.