Penix

I've done some work with these heads for use on 305's and 350's, generally stock motors with less than a 8.5:1 CR.

Here are the comon mods made to the heads I work with:

- Gasket Matching (intake and exhaust ports), generally one step above stock (medium port Fel-Pro gaskets on the intake) on both ends)

- Bowl Blending (I try to get them all as even as friggin possible) and boss shaping (as aerodynamic as possible but safely)

- 3-Angle V.J. w/ 1.94"/1.50" valves instead of the stock 1.84"/1.50" setup.

- Broze valve guides (but only if needed)

- Unshrouding the valves

- Pull the rocker studs and mill/tap the bosses for screw in studs and guideplates

- And ofcourse resurfacing and painting

Okay, I'm curious as to what these heads flow like when stock and what y'all would expect them to flow after the mods I make.

ANY and ALL info y'all have on these would be greatly appreciated. Also, are there any differences between these two castings other than the numbers?

Thanks ALOT guys!
-Penix (Originally from 2GCOG)

SLP_GTA

iTrader: (1)

https://www.thirdgen.org/techbb2/sho...hreadid=183266

Penix

Wait a Minute, I know 416's and 601's came on L69's which is the H.O. 305 but did they come on the L98's too?!?! I'm confused, someone care to enlightlen me?

Thanks
-Penix

Sitting Bull

No they did not.

Penix

So how does the post on those L98 Iron heads help me then? I'm so confused. I didn't see it say anywhere on there what castings he started off with.

Geeze, I'm not getting many replies, is that because I'm from the 2GCOG or is it cause y'all aren't too familiar with these castings?

jimmy_mac

There have actually been quite a few threads about these heads. Doing searches kills my computer so I'll let you find the threads.

But from what I have seen they flow aroung 195 cfm or lower at .500 lift stock. With the type of work you described they can get anywhere from 220cfm and higher at .500 inches. The threads are on here, just takes a little while to find them.

Vader

If you supply the casting numbers of the heads in question, we'll be glad to offer all we know.

We don't discriminate based on a person's origin. As long as the board rules are followed, no one really cares. We're all in the same boat.

Just PLEASE don't tell us you have the '624 casting (A.K.A. "wheel chocks"), since no one will be able to help you with those.

Penix

I know you guys don't discriminate, I was joking, but I guess the smile I clicked on didn't show up. Oh well

The full casting numbers are 14014416 and 14022601, both of which I've been told are 305 H.O. heads, though to be honest I've only found 416's on the L69's I've torn down.

624's? You mean 462624 heads? Wow, these seem to have a VERY wide range of uses. Mortec shows them being used from 75-86 on both 350's and 400's, and apparently they came with three different valve size combinations; 1.72"/1.50", 1.94"/1.50", and 2.02"/1.60"

Anyhow, I'd love any info y'all have on these, I will however try searching the threads as suggested.

Sitting Bull

I ported and polished a set of 601s for my 305. Follow the link at the end of my sig for the lowdown.

90Formula-X-F

624 - Late-model lightweight casting version of 882
Crack Prone = 76-’78, 305, 58cc chamb, 1.84/1.50 valves, hardened seats, accessory bolt holes, best of the 305 heads.
Actualy Rank 11th in cast Chevy heads by Car Craft


416 - Late-model 305, conventional valve covers, intake port not restricted; lightweight; 57cc chamb.
Crack Prone - Flow good or better unported

No advantage in running 5.0 heads on a 5.7 but there are disadvantages.

Vader

GM 462624 1.84/1.50, 1.94/1.50, or 2.02/1.60 valves, 76cc chambers, 161cc / 62cc port runners, thin castings.

I'm not sure how the big, wide chambers and miniature intake port runners are a preference. Couple that with thin castings that can't be ported safely without risking cracking through the center exhaust ports, and you have a "wheel chock".

Ranking 11th means that even the factory made ten better castings.

Penix

I had a feel'n I shouldn't have brought said anything about the 624's...

I really appreciate the suggestion to search the database for 416 and 601, turned up ALOT of results, many of which were quite helpful.... OMG were some of those long!!!

Thanks again Y'all!!! :hail:
-Penix

LMAO, can you tell I like y'alls smile key? LMAO

Vader

The '624s are not a terrible flowing head, but the chambers are so BIG... The factory has done worse for flow, and they have done better. I think I can scrounge up some 624 castings somewhere around here if you really want them.

Penix

Noone wants any 624's! LMAO, Seriously though, why do they call em "wheel chocks"?

90Formula-X-F

I agree with you on the 624's.. The stuff I posted was from this web site.. Something that he says came from Carcraft magizine. It is missing 291's and 2's and has no Bow Tie Info on it..

from what I know from hands on is...

4686624 : If you have ever looked at 624's you can see they have a short straight travel to the combustion chamber and that is their best quality. Still NFG IMO...
Originally OEM 1979 - 1985 350 (194 intake and 1.5 exhaust )
Also 1979-1982 L-82 vette heads ( 2.02's and 1.6's ) Crossfire.

14014416 : If you look at a set of 416's they have smooth ports and runners with no casting marks, just some smooth lettering inside the runners. Again the only quality they have is stock.
Originally OEM 1980 - 1984 305 4bbl .. No real performance value.

14022601 : Never held a pair of these so I can't speak from experiance. They are not considered a hi performance application.
Originally 1980 - 1982 267 cubic inch
1980 1986 305 cubic inch
Data provided by the SBC V8 ID guide,


ohh.. the website
http://www.angelfire.com/tx5/randysr...Headguide.html

67chevc10

I have a question. I see alot of talk about 305HO heads. Does anyone have experience with 14022601 casting head with 2.02?? With Stainless valves??

Vader

It is extremely difficult to fit a 2.02 valve in a 305 head without so much shrouding that flow is actually worse than the 1.84 valves.

67chevc10

Thes have been cut to accept the 2.02 stainless valve. Was planning on putting theae on my old crate 350. Heads have new springs. Also addimg a slight cam and lifters upgrade. And a edel performer intake and of course headers. Curious how thia will run. Not looking for a dragster just some pep for trolling around town shooting for at least 300 hp on budget build!! Any ideas?? Thanks in advance!!

cosmick

601s were c10 heads that came with chambers smaller than 58 cc, but the 1.84 intake valves were badly shrouded, and the chamber wall is not thick enough to unshroud for 2.02s. The best production non-Vortec heads for a 305 are the 081s, otherwise milled L31 heads are the best. Vortec 305 heads are nothing like L31 heads as far as the flow, intake ports, or chambers, Vortec 305 heads are just like pre-Vortec in every way except intake manifold faces. There were swirl-port Vortec 305 heads, and there were 081-based Vortec 305 heads, i have personally seen both with the intake valves out.
If you must use a block with 3.736" bores, the best value for performance heads is milled L31s, the second choice is 081s.

67chevc10

So the picture of the reworked 601s is what I have. Stumbled on then for a geat price. I'm building a idle to 5 grand motor. Will these heads work??

Fast355

iTrader: (2)

The 059 305 Vortecs are superior to the L31 heads on a small bore engine. The flow numbers are very close to the L31 heads even with the smaller intake valve and the chamber matches the bore better allowing for a better burn. The L31s also tend to get very crack prone in the deck when milled. Hell many sets crack on stock trucks and vans. The ones on my Express cracked and it only had one very mild overheat (250°F showing on the gauge) in its life.

As for the 601s I had a set on my 1983 G20 Vans factory 305. It had flat top pistons and 53cc chambers. Ran very well. I put those heads on a TBI 350 shortblock and used a factory LT1 roller cam. Running a performer rpm and a quadrajet with 1 1/2 primary long tubes it pulled hard from just off-idle to 5,500 rpm.