Heads always make a difference , for example , if yours is thick and dense You're gonna be miserable. Because you can't absorb anything. If your head Has the ability to absorb information You will be a joy to be around.😂 Imagine going through life with a bad head.😢
Now your asking the right question, unfortunately you havent qualified your use of the word "Difference". The problem arrises that there isnt anyone teaching the answers to your question. The answer to your question is found in the Qualification of how the Cylinder see's the Cylinder Head. How do you qualify engine parameters? How would you qualify the sizing of a specific data point of an engine parameter as Small, Medium, or Large as it relates to engine output also being qualified as Mild, Moderate, or Massive. Unfortunately, the hot rodding and or racing crowd gets real quiet when you start asking real questions. Teach how to qualify sizing relative to output - then you will have your answer of how and when a cylinder head makes a difference; until then your only quibbling with vague and ambiguous terms and havent addressed absolutes. Like I always tell my niece and nephews, if you want better answers, then ask better questions. BTW, the cast iron version of the 317 head is stamped 873 heads. Keep on Keep'n on with your Engine Dyno vids! Edit: Teach your fans how to qualify parameter differences between a phase 1, phase 2, phase 3, phase 4, phase 5 engine build pump gas vs race gas
I feel like they would prob make more power on a bigger stroke and larger bore short block Ls vs the 4.8 or 5.3 .. feel like that’s the only way they ever would make more power
I didn't know where to ask this question. Nonetheless, I'm still going to ask the question. What do you know about the 366/427 Chevy Tall Deck Big Block Engine. I always seem to find obscure or no longer commonly used engines. I imagine that it couldn't compete with modern LS engines. Just was curious. Thanks
I am currently building a 11,6:1 compression 6 liter with 317 heads (adjusted for 8,58:1 DCR). The reason why I used them was because it was what I had. I wonder if a 317 head will produce more or less power than 706 or other heads if the compression (both static and dynamic) always is the same. As long as the compression isnt the same, I would never say one is better or worse than the other. We need to compare apples vs apples and not apples vs oranges. a 6 liter lq4 with 317 heads has 9,4:1 compression. The same lq4 with a 706 head has one point more of compression with approx 10,45:1 When adding boost, the effective compression will differ more and more. 14,5 psi on a 317 combination would give an effective compression of 18,8:1 and the 706 combination will give as much as 20,9:1 It would be interesting to se an apples to apples comparison. Where the 317 head is milled to give the same compression as any of the other heads, or has pistons that matches the difference in CC. And then ALSO adjust the camshaft to the exact same DCR between both combinations.
comparing both of the stock heads in their stock configuration is comparing apples to apples (modifying one of the heads makes it a modified head compared to a stock head-otherwise we could just port the 706 head so it has the same airflow as the 317 head)
@@richardholdener1727 But didnt you say it was some differences in the combustion chamber as well? Or do you think a 317 head that has the same flow as for example a 243 head, will give the same horsepower if both engines has a total compression of say 11:1, either by shaving the head or using pistons to get the exact same compression? I dont know myself, and I have been wondering if I have made a dumb decision by putting pistons with dome`s to get a desired compression on my 317 heads. My argument for doing it was mainly because I anyway was in the need of new pistons. So I choose the ones that gave me the compression I wanted on the heads I had available. I guess I kind of wonder, what actually happens when blueprinting a engine with 317 heads compared to anything else with the same flow? Nothing? Or the 317`s would be worse no matter what? My Idea at least was that I thought it wouldnt matter what heads I used, as long as the flow and final compression was exactly the same.
This is off topic.. I would like your expertise in this field I just bought a truck that I just found out that the dod system fails a lot of the time. The truck only has 55k miles on it. I don’t want to fall victim to the engine failing.. do I delete the dod system before that happens.what would you do?
I have a 5.3 with ported 862 heads and sloppy 3 cam with 1.75” longtubes tbss intake I got a lq9 recently that’s .030 over bore I want to go 823s now but since I own 862 already should I just stay with I got ? I’m gonna swap everything over from the 5.3 but people tell me the gains are minimal by me doing all this and purchasing the lq9 I’m gonna be under $1000 if I just use all my same parts with fresh rebuild but I’m expecting decent size gains going from 325ci to 370ci and from 9.5:1 to near 11:1 shouldn’t I ?
properly ported 862 heads will make more power than stock 823s. Stock 823s make more than stock 862s, so the question is, are the 862s ported properly?
@@richardholdener1727 I would say no to properly ported Small town shop type of remove rocker hump and swirl ramp /polished exhaust side stock valves still in it but even if it’s not proper ported would it be worth the cost of a 823 and nnbs intake Doesn’t sound like it from what your saying
Heads make a difference as soon as you put them on and tune the engine. Provided the heads flow more and/or have a better combustion chamber or more compression. I wouldn’t ever put a stock head on over another stock head, without porting them too.
