1986Sleeper

ok my 305 had a rod knock and i took it out, to replace it with another used 305 from a Blazer till i get a 350 built up...
The 305 in the Camaro is ID#14010201 80-84 305
The 305 in the Blazer is ID#14010201 80-84 305
Now these two blocks are the same The heads on my Camaro are alot cleaner and fresh... The ones on the Blazers motor, have alot of sludge in them... I want to swap the Camaro heads onto the Blazers block BUT....

The heads on the camaro are ID#14014416 80-84 305 with 1.85Int. & 1.5Exh
The heads on the blazer are ID#14022601 80-86 305 with 1.84int. & 1.5001Exh. valves
Now im pretty sure i can swap the heads, but will i need to swap the lifters, rockers, and pushrods? They bolth have std. rockers, and hyd. flat lifters...
Now if it comes down to it, i can swap the whole setup cam, lifters, and pushrods... But from someone who knows this stuff... If i put the camaro heads on the blazer motor, What do i need to swap with them?

five7kid

iTrader: (14)

You don't have to swap anything else over (although the Camaro intake is probably the better of the two, if in fact they are even different from each other). Whether the Camaro cam is any better than the Blazer cam, I don't know, but my money would be on them being the same. If you change the cam, get a new one with new lifters.

Otherwise, just put your clean Camaro heads on the Blazer block. Or, get the Blazer heads cleaned up and put them back on. Some would argue that the 601's are slightly better than 416's, but that's really only after you do basic port clean-up and put in 1.94" intake valves. Something tells me you're not up to that at this point.

FWIW, you have a couple of sets of the "better" 305 heads the factory put out. Whatever you do, don't toss them in the trash. With basic do-it-yourself porting and 1.94" intake valves, they'll even handle a pretty healthy 350.

Air_Adam

The 601 heads will boost compression slightly over the 416s, as the chambers are 5cc smaller. (53cc VS 58cc)

1986Sleeper

Thanks alot, i was wondering about the cc of the chambers, but couldnt find nething on them...
Ive got the heads off the camaro now, and im getting ready to paint them, seperate the block, but i was looking into porting them... Like i said this mototr wont be in for long, mabey 8mths, but i need speed in the mean time, i wanted to port them... I was just gonna get a set of gaskets, and grind the intake runners to the same as the gasket, and then just blend that into the runner, and i was gonna do the same for the intake manifold... Would this be the right approach? Im not gonna be going all out on this motor, but just want some power... Im keeping cost down to keep cost up for the 350, so machine shop is outta the question, but if i did like i said above, would i get ne power, or would the 1.95's need to be into this whole senario to make it work???

Project84TA

just wondering, what GM cars had the 601 heads, sounds like a nice way to get a little more compression out of the little 305's. i just was wondering so if i would see something in a yard or something, id pick em up.
thanks
Joe

five7kid

iTrader: (14)

Trucks & vans, from what I can gather.

1986Sleeper

84ta, the 601 heads i have are from a 85 K5 blazer, so i would think most K5's in that year with the 305, are sportin these heads...

Air_Adam

Vehicles with the 267" motors also could have the 601 heads.

The 601s are pretty similar to 416s, but they do flow slightly better both untouched and after some portwork. Not a huge amount, and the power difference between them won't be noticeable more than likely. The biggest advantage the 601s have over the 416s is the tiny chambers. They boost the CR quite a bit over the 416s.

I'm running a set of 601s on my 350 with 1.94/1.60 valves, screw-in studs, aftermarket valve springs, and thats it. Its got just a hair under 11:1 CR with flat top pistons, and runs great! The ports are untouched, but the power gain over my old heads was unreal. The car was quick before, but its just stupid fast now. Doesn't ping either, to the amazement of me and many others, with 91 octane and 11:1 CR. Maybe its the heads, maybe not, but it doesn't ping at all!

F-BIRD'88

Listed vs actual measured specs for cylinder head chamber size can and do vary a lot form the actually size of a cylinder head. 601's vary from about 53cc to 60+cc depending on what motor the factory used them on.
The actual size of the combustion chamber will definatly increase after installing non stock and or larger valves in your heads. More than you think.
With *all* the possible variences/tolerences on specs of a 350 with typical rebuilder flat tops pistons in typical engine blocks using these 601 heads and typical rebuilder head gaskets your actually compression ratio *could* easily be as low as 9.38:1 More than likley closer to the truth. An 11:1or near 11:1 chev 350 motor will detonate on 91 octane gas. not recomended. Being up in the stratosphere somewhere where the air is real thin will help a little, but....... just trying to keep it real.... Did ya actually measure all the
clearances and volume specs involved in calcuating the cr? or.....???

Air_Adam

I did CC the heads, I know what gaskets I used, and I know what pistons with the deck clearance. I can't remember the exact calculated number now, but it was right around 10.9:1 or so.

It was actually alot higher than I planned on having at first. I knew the motor was previously rebuilt and know all the specs on the rebuild, but was told the engine had pistons with a -16cc dish, not flat tops with -5cc worth of valve reliefs like it turned out to have.