GMPP FAST BURN HEAD OWNERS
Thread Starter
Joined: Jul 1999
Posts: 306
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From: Michigan
Car: 2KGTP
Engine: supercharged 3800 L67
Transmission: 4T65E
Axle/Gears: 2.93
GMPP FAST BURN HEAD OWNERS
I am thinking of swapping from L98 heads to these. I can get them only 800 bucks 
I have a few questions:
1. How do they compare to AFR 190's, I know they don't flow quite as well, but they might be just as good.
2. Does pushrod length change when swapping to them?
3. What size rocker stud do they use? Do they come with guide plates?
4. What size and max lift spring do they come with?
5. What intake bolt pattern do they use? Center bolt, standard, or Vortec?
------------------
1986 CAMARO Z28 -> 151,000 original miles, 43,000 on 89' vette 350 block, Holley 650 DP, Weiand intake, 1.6 rockers, 1 5/8" headers, no cat, 2 1/2" Flowmaster catback, Mallory coil, March pulleys, T5 with 3.35 1st gear and 0 miles, 90% Centerforce clutch, 3.73 posi, Eibach 1" drop springs, Spohn LCA's, Spohn adjustable panhard rod, Subframes connectors, polyurethane swaybar bushings/endlinks, 2 12" Sound Streams, 2 Infinity 6X9's, 2 Pioneer 6X9's, 800 watt Lanzar Vibe amp. ET 13.22@ 106.4MPH Next mods-> Homemade ram air, B&M shifter, Extreme Energy 230/236 cam.
I have a few questions:1. How do they compare to AFR 190's, I know they don't flow quite as well, but they might be just as good.
2. Does pushrod length change when swapping to them?
3. What size rocker stud do they use? Do they come with guide plates?
4. What size and max lift spring do they come with?
5. What intake bolt pattern do they use? Center bolt, standard, or Vortec?
------------------
1986 CAMARO Z28 -> 151,000 original miles, 43,000 on 89' vette 350 block, Holley 650 DP, Weiand intake, 1.6 rockers, 1 5/8" headers, no cat, 2 1/2" Flowmaster catback, Mallory coil, March pulleys, T5 with 3.35 1st gear and 0 miles, 90% Centerforce clutch, 3.73 posi, Eibach 1" drop springs, Spohn LCA's, Spohn adjustable panhard rod, Subframes connectors, polyurethane swaybar bushings/endlinks, 2 12" Sound Streams, 2 Infinity 6X9's, 2 Pioneer 6X9's, 800 watt Lanzar Vibe amp. ET 13.22@ 106.4MPH Next mods-> Homemade ram air, B&M shifter, Extreme Energy 230/236 cam.
Member
Joined: Jul 2000
Posts: 181
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The FastBurns have 210cc runners, have 62cc chambers, come with LT4 springs (max .525 lift), and use the "vortec" raised-runner 8 intake bolt pattern.
For a lot more detail, here's copy of the Pace Parts FastBurn head page:
The biggest news to come from GM Performance Parts in recent history is the all new Fast Burn cylinder head for small-block Chevy engines. This head incorporates more technology, features and performance potential than any previously designed GM 23° head. We have completed the development and the validation of the head and are in the process now of building the production tooling. A small number of these heads will be built from prototype tooling, these heads will be used on the Limited Edition ZZ430 Crate Engine.
Some of the details about the "Fast Burn" head are as follows, and I'm sure that once you've read this you'll be as exited about this new head as we are !
The all new 23° Fast Burn small-block cylinder head has the highest performance potential of any 23° small-block head ever developed by General Motors. With over twelve months of development in design, flow testing, dyno testing and race track testing, the Fast Burn head successfully brings together a number of new technologies. The subtle integration of all aspects of the head design allow the Fast Burn head to make tremendous power on a variety of engines from 350 to over 400 cubic inches.
The name "Fast Burn" refers to the head's ability to quickly and completely burn the air/fuel mixture, making higher cylinder pressures and therefore more power. The shape of the combustion chamber has been carefully and painstakingly designed to accomplish this "Fast Burn" with flat top pistons. Therefore, flat top pistons are recommended with this cylinder head. Further, it is not recommended that the combustion chamber be modified or re-shaped, as this is very likely to decrease the efficiency of the chamber.
The Fast Burn head is designed with a .400" deck, which provides the necessary structure for the head. This revolutionary approach to head design allows a great deal of material to be removed from other portions of the head, allowing for considerably larger ports and water jacketing. The substantial deck also provides unsurpassed clamping force for cylinder head gasket retention. The super ridged .400" deck thickness can be machined down to .340" safely for all-out performance applications and higher compression. Milling beyond .080" may increase the possibility of structural failure in long tem use in extreme performance applications, leading to possible head gasket seepage and other problems. Other ways to adjust compression ratio with the Fast Burn head include top of piston design and piston installed height.
Unlike the GM Performance Parts Bow Tie heads, and most aftermarket performance heads, the Fast Burn head requires no additional porting for maximum performance. In the past, the industry has added material to heads to allow substantial porting. The downside to this is minimized water jacketing, poor "out-of-the-box" performance and significant additional cost to performance enthusiasts. The Fast Burn head utilizes GM Performance Parts' Cast-Ported technology. Cast-Ported simply means that throughout or developmental process as incremental improvements in flow, combustion and cylinder fill were identified, those improvements were incorporated in the casting and machining tooling. The end result is a cylinder head that achieves maximum performance "out-of-the-box". While additional porting of the Fast Burn head is not recommended, light sanding to remove minor casting imperfections and polishing of combustion chambers and exhaust ports is acceptable.
All Fast Burn heads are CNC machined to exacting tolerances, thus eliminating the need for "blue printing" of machined tolerances. The result of this is cost savings to performance enthusiasts and unsurpassed "out-of-the-box" performance.
The Fast Burn head has taller than typical rocker cover rails, providing exceptional clearance for rocker arms and valve train supports typically used in all out performance applications. Additionally, the tall rocker cover rails reduce oil loss at the valve cover gasket by placing the gasket higher, out of most of the standing oil that occurs at high RPM applications.
The rocker rails are CNC machined for superior rocker cover gasket sealing.
Front head faces are drilled and tapped for typical accessory drive bracketry.
Provisions are drilled and tapped for plug wire retainers above the exhaust port faces.
The Fast Burn head accepts both center bolt and early style four bolt flange mount valve covers. No valve cover adapters are required.
Cast-Porting allows for larger water jackets for superior cooling.
Signature etched with GM Performance Parts logo.
Intake manifold mating surfaces are drilled and tapped for both Vortec and conventional raised port style manifolds.
"D" shaped 78cc exhaust port and runners provide exceptional flow for applications well in excess of 500 horsepower.
Raised runner (.240" higher than conventional 23° head) intake ports with 210cc ports and runners provide exceptional flow for applications well in excess of 500 horsepower. Raising the top of the intake ports provides a better "line-of-sight" through the port and onto the back side of the intake valves.
The 62cc fast burn combustion chambers are the most efficient combustion chambers ever to be incorporated on a GM Performance Parts cylinder head. Their Fast Burn efficiency produces higher cylinder pressures by burning more of the available fuel before the piston starts its power stroke downward. Additionally, by more completely using the available fuel, the head ensures that an engine is producing more power for a given quantity of fuel.
The Fast Burn head's specially designed valve seats will accommodate up to 2.02" intake valves and 1.600" exhaust valves. Their design also provides superior structural characteristics.
The 2.00" hollow stem lightweight intake valves are utilized to provide exceptional flow and intake charge velocity. Their light weight makes them suitable for sustained high RPM applications as well as reducing loads on valve springs, rocker arms, push rods, roller lifters and camshaft.
The 1.56" sodium filled lightweight exhaust valves have all the same great benefits of the hollow stem intake valves. In addition, they are able to perform in extremely high-temperature performance applications.
Light weight valve spring retainers combined with light weight valves helps ensure long-term high RPM durability.
Screw-in 3/8" rocker studs are used., and accept most available self-aligning style roller rocker arms.
Uses all conventional "low cost" readily available 23° self aligning rocker arms and valvetrain supports and hardware.
GM Performance Parts' attention to detail in the Fast Burn head tooling assures super clean and accurate castings.
This cylinder head is a bolt-on 40 horsepower increase when used on our ZZ4 crate engine. With appropriate camshaft selection, a single plane intake manifold and a 750 cfm carburetor, a ZZ4 crate engine is capable of producing 500+ horsepower.
When tested on a 383 cubic inch small-block engine with 9.8 to 1 compression ratio and .540" lift roller cam, single plane intake manifold and 750 cfm Holley carburetor, the Fast Burn heads produced 497 horsepower at an incredibly low 5800 RPM.
Total ignition timing to be used on a Fast Burn head engine will vary based on a number of factors. However in our extensive dyno testing most configurations made the most power with 34° of total timing.
A pair of prototype Fast Burn heads successfully completed the 1998 Sebring twelve hour race with no signs of fatigue or problems of any nature. In fact, when run on a dyno after the race the engine produced ten more horsepower than it did after initial assembly and break-in.
For a lot more detail, here's copy of the Pace Parts FastBurn head page:
The biggest news to come from GM Performance Parts in recent history is the all new Fast Burn cylinder head for small-block Chevy engines. This head incorporates more technology, features and performance potential than any previously designed GM 23° head. We have completed the development and the validation of the head and are in the process now of building the production tooling. A small number of these heads will be built from prototype tooling, these heads will be used on the Limited Edition ZZ430 Crate Engine.
Some of the details about the "Fast Burn" head are as follows, and I'm sure that once you've read this you'll be as exited about this new head as we are !
The all new 23° Fast Burn small-block cylinder head has the highest performance potential of any 23° small-block head ever developed by General Motors. With over twelve months of development in design, flow testing, dyno testing and race track testing, the Fast Burn head successfully brings together a number of new technologies. The subtle integration of all aspects of the head design allow the Fast Burn head to make tremendous power on a variety of engines from 350 to over 400 cubic inches.
The name "Fast Burn" refers to the head's ability to quickly and completely burn the air/fuel mixture, making higher cylinder pressures and therefore more power. The shape of the combustion chamber has been carefully and painstakingly designed to accomplish this "Fast Burn" with flat top pistons. Therefore, flat top pistons are recommended with this cylinder head. Further, it is not recommended that the combustion chamber be modified or re-shaped, as this is very likely to decrease the efficiency of the chamber.
The Fast Burn head is designed with a .400" deck, which provides the necessary structure for the head. This revolutionary approach to head design allows a great deal of material to be removed from other portions of the head, allowing for considerably larger ports and water jacketing. The substantial deck also provides unsurpassed clamping force for cylinder head gasket retention. The super ridged .400" deck thickness can be machined down to .340" safely for all-out performance applications and higher compression. Milling beyond .080" may increase the possibility of structural failure in long tem use in extreme performance applications, leading to possible head gasket seepage and other problems. Other ways to adjust compression ratio with the Fast Burn head include top of piston design and piston installed height.
Unlike the GM Performance Parts Bow Tie heads, and most aftermarket performance heads, the Fast Burn head requires no additional porting for maximum performance. In the past, the industry has added material to heads to allow substantial porting. The downside to this is minimized water jacketing, poor "out-of-the-box" performance and significant additional cost to performance enthusiasts. The Fast Burn head utilizes GM Performance Parts' Cast-Ported technology. Cast-Ported simply means that throughout or developmental process as incremental improvements in flow, combustion and cylinder fill were identified, those improvements were incorporated in the casting and machining tooling. The end result is a cylinder head that achieves maximum performance "out-of-the-box". While additional porting of the Fast Burn head is not recommended, light sanding to remove minor casting imperfections and polishing of combustion chambers and exhaust ports is acceptable.
All Fast Burn heads are CNC machined to exacting tolerances, thus eliminating the need for "blue printing" of machined tolerances. The result of this is cost savings to performance enthusiasts and unsurpassed "out-of-the-box" performance.
The Fast Burn head has taller than typical rocker cover rails, providing exceptional clearance for rocker arms and valve train supports typically used in all out performance applications. Additionally, the tall rocker cover rails reduce oil loss at the valve cover gasket by placing the gasket higher, out of most of the standing oil that occurs at high RPM applications.
The rocker rails are CNC machined for superior rocker cover gasket sealing.
Front head faces are drilled and tapped for typical accessory drive bracketry.
Provisions are drilled and tapped for plug wire retainers above the exhaust port faces.
The Fast Burn head accepts both center bolt and early style four bolt flange mount valve covers. No valve cover adapters are required.
Cast-Porting allows for larger water jackets for superior cooling.
Signature etched with GM Performance Parts logo.
Intake manifold mating surfaces are drilled and tapped for both Vortec and conventional raised port style manifolds.
"D" shaped 78cc exhaust port and runners provide exceptional flow for applications well in excess of 500 horsepower.
Raised runner (.240" higher than conventional 23° head) intake ports with 210cc ports and runners provide exceptional flow for applications well in excess of 500 horsepower. Raising the top of the intake ports provides a better "line-of-sight" through the port and onto the back side of the intake valves.
The 62cc fast burn combustion chambers are the most efficient combustion chambers ever to be incorporated on a GM Performance Parts cylinder head. Their Fast Burn efficiency produces higher cylinder pressures by burning more of the available fuel before the piston starts its power stroke downward. Additionally, by more completely using the available fuel, the head ensures that an engine is producing more power for a given quantity of fuel.
The Fast Burn head's specially designed valve seats will accommodate up to 2.02" intake valves and 1.600" exhaust valves. Their design also provides superior structural characteristics.
The 2.00" hollow stem lightweight intake valves are utilized to provide exceptional flow and intake charge velocity. Their light weight makes them suitable for sustained high RPM applications as well as reducing loads on valve springs, rocker arms, push rods, roller lifters and camshaft.
The 1.56" sodium filled lightweight exhaust valves have all the same great benefits of the hollow stem intake valves. In addition, they are able to perform in extremely high-temperature performance applications.
Light weight valve spring retainers combined with light weight valves helps ensure long-term high RPM durability.
Screw-in 3/8" rocker studs are used., and accept most available self-aligning style roller rocker arms.
Uses all conventional "low cost" readily available 23° self aligning rocker arms and valvetrain supports and hardware.
GM Performance Parts' attention to detail in the Fast Burn head tooling assures super clean and accurate castings.
This cylinder head is a bolt-on 40 horsepower increase when used on our ZZ4 crate engine. With appropriate camshaft selection, a single plane intake manifold and a 750 cfm carburetor, a ZZ4 crate engine is capable of producing 500+ horsepower.
When tested on a 383 cubic inch small-block engine with 9.8 to 1 compression ratio and .540" lift roller cam, single plane intake manifold and 750 cfm Holley carburetor, the Fast Burn heads produced 497 horsepower at an incredibly low 5800 RPM.
Total ignition timing to be used on a Fast Burn head engine will vary based on a number of factors. However in our extensive dyno testing most configurations made the most power with 34° of total timing.
A pair of prototype Fast Burn heads successfully completed the 1998 Sebring twelve hour race with no signs of fatigue or problems of any nature. In fact, when run on a dyno after the race the engine produced ten more horsepower than it did after initial assembly and break-in.
Thread Starter
Joined: Jul 1999
Posts: 306
Likes: 0
From: Michigan
Car: 2KGTP
Engine: supercharged 3800 L67
Transmission: 4T65E
Axle/Gears: 2.93
Thanks, although I already have a printout of that page. I still have a few questions.
THE ARTICLE SAYS THIS: "Intake manifold mating surfaces are drilled and tapped for both Vortec and conventional raised port style manifolds."
Does this mean only the vortec intakes work? Do they come with guide plates? What size pushrods do they require?
[This message has been edited by JDMZ28 (edited December 23, 2000).]
THE ARTICLE SAYS THIS: "Intake manifold mating surfaces are drilled and tapped for both Vortec and conventional raised port style manifolds."
Does this mean only the vortec intakes work? Do they come with guide plates? What size pushrods do they require?
[This message has been edited by JDMZ28 (edited December 23, 2000).]
Member
Joined: Jul 2000
Posts: 181
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My FastBurns are drilled for both intake bolt patterns, however, do not attempt to bolt up a standard 23 degree intake to these heads. They have raised intake ports; approximatley 1/4" higher than 23 degree heads. If you try to use a standard intake, you will not have enough gasket/intake material to seal the ports properly. Do it right, and use a vortec style manifold only.
FastBurns do not come with guideplates - they use self-aligning rockers - however, you can have guideplates installed.
Pushrod length will be determined by your choice of lifters/rockers/valves.
Hope this helps.
SC
FastBurns do not come with guideplates - they use self-aligning rockers - however, you can have guideplates installed.
Pushrod length will be determined by your choice of lifters/rockers/valves.
Hope this helps.
SC
Thread Starter
Joined: Jul 1999
Posts: 306
Likes: 0
From: Michigan
Car: 2KGTP
Engine: supercharged 3800 L67
Transmission: 4T65E
Axle/Gears: 2.93
What options do you have when buying these heads? Did you have to change your pushrod length from your setup? Will I have to going from L98 heads?
How do you install guide plates? Do you: unbolt the rocker studs, put the guide plate between the head and stud, retorque the stud?
------------------
1986 CAMARO Z28 -> 151,000 original miles, 43,000 on 89' vette 350 block, Holley 650 DP, Weiand intake, 1.6 rockers, 1 5/8" headers, no cat, 2 1/2" Flowmaster catback, Mallory coil, March pulleys, T5 with 3.35 1st gear and 0 miles, 90% Centerforce clutch, 3.73 posi, Eibach 1" drop springs, Spohn LCA's, Spohn adjustable panhard rod, Subframes connectors, polyurethane swaybar bushings/endlinks, 2 12" Sound Streams, 2 Infinity 6X9's, 2 Pioneer 6X9's, 800 watt Lanzar Vibe amp. ET 13.22@ 106.4MPH Next mods-> Homemade ram air, B&M shifter, Extreme Energy 230/236 cam.
How do you install guide plates? Do you: unbolt the rocker studs, put the guide plate between the head and stud, retorque the stud?
------------------
1986 CAMARO Z28 -> 151,000 original miles, 43,000 on 89' vette 350 block, Holley 650 DP, Weiand intake, 1.6 rockers, 1 5/8" headers, no cat, 2 1/2" Flowmaster catback, Mallory coil, March pulleys, T5 with 3.35 1st gear and 0 miles, 90% Centerforce clutch, 3.73 posi, Eibach 1" drop springs, Spohn LCA's, Spohn adjustable panhard rod, Subframes connectors, polyurethane swaybar bushings/endlinks, 2 12" Sound Streams, 2 Infinity 6X9's, 2 Pioneer 6X9's, 800 watt Lanzar Vibe amp. ET 13.22@ 106.4MPH Next mods-> Homemade ram air, B&M shifter, Extreme Energy 230/236 cam.
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Joined: Jul 2000
Posts: 181
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You don't get any options when you buy the heads, unless you get them from Scoggin-Dickey and have them port them before they ship to you.
As far as installing guideplates, I am not a head expert. I'm having my FastBurns prepped by Trevor Johnson Racing Heads here in Dallas. They are installing upgraded springs to handle my .560 lift cam, as well as pocket-porting.
Pushrod length has yet to be determined as I am still deciding on what manufacturer of roller lifters I will use.
See the attached pic link. FYI, this engine is not going in a 3rd Gen.
SC http://images.honesty.com/imagedata/...0/22587041.jpg
As far as installing guideplates, I am not a head expert. I'm having my FastBurns prepped by Trevor Johnson Racing Heads here in Dallas. They are installing upgraded springs to handle my .560 lift cam, as well as pocket-porting.
Pushrod length has yet to be determined as I am still deciding on what manufacturer of roller lifters I will use.
See the attached pic link. FYI, this engine is not going in a 3rd Gen.
SC http://images.honesty.com/imagedata/...0/22587041.jpg
Thread Starter
Joined: Jul 1999
Posts: 306
Likes: 0
From: Michigan
Car: 2KGTP
Engine: supercharged 3800 L67
Transmission: 4T65E
Axle/Gears: 2.93
Is .525 all the lift the stock springs can handle?
------------------
1986 CAMARO Z28 -> 151,000 original miles, 43,000 on 89' vette 350 block, Holley 650 DP, Weiand intake, 1.6 rockers, 1 5/8" headers, no cat, 2 1/2" Flowmaster catback, Mallory coil, March pulleys, T5 with 3.35 1st gear and 0 miles, 90% Centerforce clutch, 3.73 posi, Eibach 1" drop springs, Spohn LCA's, Spohn adjustable panhard rod, Subframes connectors, polyurethane swaybar bushings/endlinks, 2 12" Sound Streams, 2 Infinity 6X9's, 2 Pioneer 6X9's, 800 watt Lanzar Vibe amp. ET 13.22@ 106.4MPH Next mods-> Homemade ram air, B&M shifter, Extreme Energy 230/236 cam.
------------------
1986 CAMARO Z28 -> 151,000 original miles, 43,000 on 89' vette 350 block, Holley 650 DP, Weiand intake, 1.6 rockers, 1 5/8" headers, no cat, 2 1/2" Flowmaster catback, Mallory coil, March pulleys, T5 with 3.35 1st gear and 0 miles, 90% Centerforce clutch, 3.73 posi, Eibach 1" drop springs, Spohn LCA's, Spohn adjustable panhard rod, Subframes connectors, polyurethane swaybar bushings/endlinks, 2 12" Sound Streams, 2 Infinity 6X9's, 2 Pioneer 6X9's, 800 watt Lanzar Vibe amp. ET 13.22@ 106.4MPH Next mods-> Homemade ram air, B&M shifter, Extreme Energy 230/236 cam.
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Re: GMPP FAST BURN HEAD OWNERS
I see this an ancient post. I am kind of ancient myself. Just wondering after purchasing a set of used 12464298 Fast-burns if I made a bad decision or not. I hope I get what was advertised ... I waited awhile to find a used set for my experiment ... had bought one set and had to send them back as they were L98's in Fast-burn boxes. These are 3 years old have been on a circle track and were advertised ready to bolt on with original valves and new seals and springs. My experiment is making a new age old school 302 with a nitrided baby LT1 crank ,350 pistons and 6.0 rods. Piston tops will be milled and coated. 89 roller block. The info Ive heard on fastburns is ...
1.They like to run lean
2.They flat-line in flow just over .525 lift
3.At lifts below .525 they are superior to back in the day heads by far
even the Boss 302 with monster 2.19 valves
4.Springs are zz-4? that may be inadequate for performance roller cams
arguably
I intend to push the CR envelope a bit using a roller cam possibly that doesnt exceed .525 lift or maybe even a computer optimized back-in-the-day cam adjusting the CR by milling and head gasket to run on 93-octane. Like to get maybe 10.75 with the thin gasket and be able to reduce with a standard gasket.
1.They like to run lean
2.They flat-line in flow just over .525 lift
3.At lifts below .525 they are superior to back in the day heads by far
even the Boss 302 with monster 2.19 valves
4.Springs are zz-4? that may be inadequate for performance roller cams
arguably
I intend to push the CR envelope a bit using a roller cam possibly that doesnt exceed .525 lift or maybe even a computer optimized back-in-the-day cam adjusting the CR by milling and head gasket to run on 93-octane. Like to get maybe 10.75 with the thin gasket and be able to reduce with a standard gasket.
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