hi,

ive done a couple searches on the #14102193 heads but i can't find any solid info on them. Some say they are swirl ports, others say they aren't, some say they are 76cc, others say they are 64cc. What i am most concerned with is the combustion chamber size, because i plan on switching to 64cc aluminum heads in the near future, and i would like to know what this would do to my 9.2 CR with the 193's.

Thanks for any info, nick

 

www.mortec.com


14102193...87-up...305/350......1.94"/1.5" valves

 

That's the 350 truck/Caprice TBI swirl-port garbage head.

FWIW, their spec is 64cc. But I've never cced any to know whether that's accurate as an as-produced volume though.

So if you replace them with aluminum 64cc heads, your static CR will remain about the same. However, since you're swapping aluminum for cast-iron, in effect you will be losing compression, because the greater heat conductivity of aluminum requires somewhat higher compression than iron to produce the same power. You'll probably lose torque, but you may gain HP because even with the lesser power output, the motor will continue to produce torque up to a much higher RPM.

 

Yeah If I were you I would have those aluminum heads milled to make the compression at least 10:1, thats the reason most people run aluminum heads is because you can run more compression safely with them. Oh and those 193's are garbage. Good Luck.

 

hey thanks

I bought the 300 hp tuned port motor from goautocenter.com. I'm kind of suprised that they chose these heads for that motor.

I guess ill start looking into aftermarket 64cc iron heads. Anybody use the dart iron eagles?

 

milling the heads means shaving off some of the bottom surface of the head right? Would this cause any problems with lining up the ports on the intake manifold?

 

oh one more thing. The 305 that i just pulled out of the car has 14014418's. Would these be any good after porting? Still learning about this stuff... thanks nick

 

oh one more thing. The 305 that i just pulled out of the car has 14014418's. Would these be any good after porting? Still learning about this stuff... thanks nick

 

Thats probably 416, actually. Those are pretty good heads to use, but you need slightly dished pistons on a 350 to keep the compression streetable, because its got 58cc chambers.

 

Somehow, I'm not.

 

Agreed. It probably has dished pistons to go with the 193 heads.

 

Actually I found out from Chevy that those heads are 65.38cc's. And at least in my engine (87 L05), the pistons are flat top pistons, with valve reliefs cut in them to make a whopping 8.3 CR.
The engine specs read 210hp and 300ft/lb trq.

 

If its got 8.3 CR with those heads, it does not have flat top pistons. The math just doesn't work.

9.3 is much more likely if its got flat tops, not 8.3

 

Im with AA. The math just doesn't work out.

Unless you are using a REAAALLY big head gasket (or 2) or have devised a head gasket spacer or the valve reliefs are realllly big.

 

Okay, so I guess the guy at chevy doesn't know what he's talking about then. Probably wouldn't be the first time. LOL
I'll let you know for sure whenever I decide to swap out those **tty heads.
But the point is, they are 65ish cc's and low compression, no?
I could really never get any good responses about what pistons these would be.

 

A slight dish with valve reliefs gives 8.3 compression. This is what a LO5 has, not flat-tops.

 

so that means that the 9.2 compression Autocenter engine probably has flat tops?

 

I suppose we could argue about the defination of "slight".

My LG4 has flat tops with 4 valve reliefs for 9.5:1. L98's, LO3's, and the 1987 version of the LG4 had a "slight" dish with 4 shallower valve reliefs for 9.3:1. Earlier LG4's had a dish deep enough not to require additional valve reliefs for 8.5:1. I have an LB9 shortblock that some idiot rebuilt with such dished pistons with no valve reliefs. The first 327 I had came from a 1968 truck and had pistons that looked exactly like them, and I've had other engines ('77 Monte Carlo 350, rebuilt 350 longblock) with dished pistons that looked just like them.

I haven't seen LO5 pistons personally, but I would guess that they are true dished pistons. The LG4 used a shim gasket, which helped keep the CR up at 9.5:1. I have heard (but haven't seen personally) the factory went to thicker gaskets in later years.

L98 chambers were "about" 64cc. If LO5's are "65.38cc" chambers, or even 64cc chambers, along with dished pistons, then 8.3:1 sounds about right.

As for where goautocenter came up with 9.2:1 CR, who knows. Could easily have been from somewhere that the moon don't shine. I wouldn't trust them to know any more than I would "the guy" at the Chevy dealer (I'm typically educating the Chevy parts counter guy on the occasions that I visit there, and I don't know that much).

 

Hey they are better than the Ford counter parts morons.


I wouldn't trust anything the goautoparts re-manufactured, engines say. They do the absolute least amount of work required to make an engine "kinda"work. They just take any engine and slap on some replacement parts to account for wear or damage and call it good.

 

They are 64 cc give or take a cc. Others have cc'd theirs here and I cc'd mine as well, just to make sure.

 

I have a caprice lo5 with 193's. I supposedly have 9.6:1 compression with flat top hyper pistons.

I will be replacing the heads soon if everything does well.