[PDC]

Originally Posted by Steve C.

Ken's Edelbrock d-port head testing.....

https://www.hotrod.com/articles/ccrp...ylinder-heads/

Any idea what cam was used in this article? It references a Crane Flat Tappet, but doesn’t provide a part # or specs.

Also - we know from the article that peak tq was 577 - but what was the hp? Odd that the article did not include peak hp - if not a graph or dyno chart.

[Steve C.]

Originally Posted by PDC

Any idea what cam was used in this article? It references a Crane Flat Tappet, but doesn’t provide a part # or specs.

Also - we know from the article that peak tq was 577 - but what was the hp? Odd that the article did not include peak hp - if not a graph or dyno chart.

I thought it was the same testing Ken mentioned in his post #31 here.

I have the actual article from the June 2012 issue, slightly different.
It states a Crane H-296-2 HFT cam.
296/304
234/242
112 LSA

577 ft.lbs torque at 3600
464 hp at 4800-5000



.

[PDC]

Thank you very much!

[Navy Horn 16]

Originally Posted by ponyakr

From what I've read , it's not the flow rate that's the problem with E-heads. It's said that the valves, springs & machine work can be much improved by having a knowledgeable Pontiac head guy machine & assemble bare heads, using better valves & springs.

https://butlerperformance.com/i-2445...tegory:1234814

Butler seems to indicate that they only sell heads they assemble, with porting included. I assume they would do a set without porting. But, I suppose it's possible that there is not enuff profit in the assembly alone. Don't know.

The reason for that is because Butler sends all of their stuff out with a warranty and they want to make sure that the top end you are putting on the bottom end match up. Slapping on an "out of the box" head with their "out of the box" spring pressures on unknown push rods, lifters, etc can be a recipe for disaster. When you order from Butler, they don't just swipe your credit card and send you parts. They makes sure that all of your parts work together. You can order unported E-Heads from them. Still, have the conversation about your cam, and spring pressures and everything else to make sure you are getting your money's worth.

With all that said, mind your compression ratio.

E-Heads are the best investment you can make toward stepping up and making big power.

Caution, it can be really addictive. I once said things like "I'll never take it to the track."... now I have a glove box full of time slips.

Disclaimer: I don't work for Butler.

[KEN CROCIE]

PDC: you need to retake that speed reading course ! The cam P/N, specs, HP, and TQ. are in the article. yes I posted the incorrect cam specs--they are 234/242. H-Os HC-02 was 232/244 at one time.

[PDC]

Originally Posted by KEN CROCIE

PDC: you need to retake that speed reading course ! The cam P/N, specs, HP, and TQ. are in the article. yes I posted the incorrect cam specs--they are 234/242. H-Os HC-02 was 232/244 at one time.

Might be in the print copy but I swear I don’t see that info in the ‘digital’ version linked here: https://www.hotrod.com/articles/ccrp...ylinder-heads/

In any event - the info is greatly appreciated!

[Steve C.]

There were two articles printed of Ken's testing. The one I linked here in my post #33 is the short one and does not have the cam specs or performance charts. The original magazine write up in June 2002 Car Craft is titled " The D-port Pontiac express- or how to make 577 lb-ft of torque", this has all the specs and performance charts. Google the title and it can be found on Pinterest.

https://www.pinterest.it/pin/531706299729261793/

Saved from carcraft.com
Discover ideas about Cylinder Head
New Pontiac Clyinder Heads - The D-Port Pontiac Express-Or how To Make 577 Lb-ft Of Torque - Car Craft Magazine



.

[Old Goat Racer]

Originally Posted by ponjohn

Ahhh XE284?

Comp Cams

[KEN CROCIE]

Sorry PDC. They cheated us ! In this case, a picture was NOT worth a thousand words or specs.

[PDC]

Originally Posted by KEN CROCIE

Sorry PDC. They cheated us ! In this case, a picture was NOT worth a thousand words or specs.

At least my speed reading skills have been vindicated!

[Stripes]

Real world test here. Out of the box e heads d port heads from Butler. Bolt onto a 455 punched 60. Hyd roller 236/242 on a 114 LS from Butler/ Comp. Engine dyno 500hp, 577 tq. Pulls hard to 6k, idle 750rpm, 14 inches vacuum. Factory iron intake / ra3 exhausts. Perfect for the wife's 700R4 equipped convertable. The only issue I have now is excessive rear tire wear.

[Cliff R]

Nice, I noticed that Butler started offering their custom ground HR camshafts on 114LSA........that happened shortly after I sent them the dyno chart below......

[PDC]

Originally Posted by Stripes

Real world test here. Out of the box e heads d port heads from Butler. Bolt onto a 455 punched 60. Hyd roller 236/242 on a 114 LS from Butler/ Comp. Engine dyno 500hp, 577 tq. Pulls hard to 6k, idle 750rpm, 14 inches vacuum. Factory iron intake / ra3 exhausts. Perfect for the wife's 700R4 equipped convertable. The only issue I have now is excessive rear tire wear.

This is really good info. I’ve got box stock Edelbrock D-Ports on my .030 over 455 with a touch less cam (FT) RPM intake and Doug’s headers. Didn’t get the engine on a dyno - but the car feels plenty strong. I was always a bit skeptical of the D-Port E-Head’s approximate 160 flow at .500 on the exhaust side - considering un-touched 6-X check in around 170 on the exhaust. But apparently that’s sufficient for a 500ish hp street engine - even with RA manifolds.

[Stripes]

Yes, Cliff actually recommended the cam duration, 236/242 to me in a prior post. I was originally looking at slightly shorter duration of 230/236. I'm glad he pointed me the right direction by sharing a dyno run of the smaller cam. The 236/242 cam on the 114 allows vacume power brakes, a great idle, and 14 pounds of vacuum. It's perfect for an automatic equipped car, broad power, 577 foot pounds of tq. Although Cliff told me ahead of the test, the dyno showed the iron manifold had a 5 to 10 hp and torque advantage over the back to back performer rpm manifold with this cam. No one operating the dyno predicted the results. The aluminum manifold looks sexy, but that's all it had other than marketing hype. The iron manifold offers use of the factory duel snorkel air cleaner.

[Cliff R]

I ran the RPM on my engine for quite a few years. I took some "cobbling" to make it fit with the Shaker parts, and absolutely HATED a short filter and lid over the carb so I had to make a custom air filter for the Shaker opening. Had to make a few other mods including raising the throttle cable bracket. Got it all working and drove and raced the car for years with that set-up.

When I decided to "de-tune" the set-up and go back to the stock intake, electric choke, full length 2.5" tail pipes (much quieter), and put primary metering rods back in the carb (had been running straight of the jets) I expected the car to slow down considerably. To my surprise it actually runs a tad quicker in 60' and very close at all other points on the track. It gives up a little MPH on top end, but the harder launch and improved mid range power favor the factory intake over the RPM.

Keep in mind when you read this that we're talking about a high compression 455 with CNC ported aluminum heads and a pretty hefty roller cam in it, 3500rpms stall converter, 3.42 gears and 3640lbs race weight. How many folks ditch their factory intakes for the RPM or other intakes with smaller engines making less power, less converter, gearing and heavier vehicles thinking the taller intake is some sort of advantage..........FWIW.

Isn't is amazing that a cam that big can actually have the engine idling relatively smooth and plenty of vacuum for power brakes, not much RPM drop when the auto trans is placed in gear, etc. I've spec'd out the OF on a 114, and a 114 LSA version of the HR cam I used to run with XFI lobes for quite a few customers and every single one absolutely loves the results in all areas. The only complaint I've had is one Oldsmobile owner that doesn't like it because his new engine doesn't have a "menacing" idle and he doesn't turn heads entering and leaving the Diary Queen car cruises.....LOL......Cliff