I have the oportunity to obtain a set of assembled "World" Sportsman II heads for my TPI motor.
I believe it's an 89 roller 350. I found out they were sportsmans by the casting number. The guy at the factory confirmed it. I'm wondering if there are any mods or issues with putting these on my TPI setup (middle holes elongate, etc)
I don't have them yet so I can't confirm if they are straight or angle plug, 72 or 64 cc.
They do have the 2.02/1.60 valves from what I'm reading.

I will need to get rid of the intake base to make them work better, that's a given. Same with the exhaust.
I burn my own proms so the tune will not be a problem for me either.
For $300.00 for the fresh built set (confirmed on a motor) I just can't pass it up.

I've never actually investigated SBC heads when I previously swapped them and this time I want to be sure I'm going in the right direction with the right parts for the long haul.
I'm not sure what this will do to comp ratio.
Any other thoughts?


TIA,
JP

 

I'm not sure if the World ever offered those heads with an 87-up intake bolt pattern. Probably did, but I don't recall.

Stock L-98 350 cylinder heads are 64cc so if your Dart heads are the 64cc variety your compression will stay the same. If they're the 72cc heads it'll drop about 3/4 of a point.

 

Thanks Damon,
It seems there are three different styles on these "sportsman" heads.

Technical Instructions for assembled & bare head part numbers:

EDIT: These are the heads

011250-1 Hydraulic Flat Tappet Camshaft (Straight Plug, 64 cc Chamber, Cast Iron)


I'm hoping for the 62's, they were on an old camaro (1st gen) but the guy unknowingly took them out and replaced them with aftermarket heads. The original owner of the car let him know how dumb that was when it was spotted at a car show. He doesn't want the work of putting them back on and I have a good buy in front of me of they can work.
My valve seals are giving up anyway and this would be an ideal time for me.
I really got to get out there and scrape some numbers off the block to confirm what I actually have. the setup had a CSI on it but is plugged so that leads me to believe the year of 89.
The car had the TPI retro'd to it just before I got it so the block could be from anything. The emmisions were all intact so I'm assuming the complete motor was swapped. I redid the wiring to make it 730 ecm and matched the F setup completly.

I'm wondering what the consequences might be (mechanically) of using the wrong head. putting say the -2 "mech flat" version on my motor if it's indeed a roller cam.
Are there angle differences in the pushrods that could cause issues because the valves are listed as different lengths for the different - numbers.
Or some similar problem.

I realize this is very vauge, but I'm not familiar enough with head differences.

info from thier site if it helps:
http://www.worldcastings.com/tech/sp...inderheads.doc

 

If you're running the factory roller cam in your engine you can easily use the spring package intended for a hyd. flat tappet cam. Stock springs used with a factory TPI roller cam are almost identical in specs to springs they used with earlier flat tappet cams- i.e. pretty weak.

The aftermarket hyd. flat tappet springs supplied by Dart will work just fine with a modest factory hyd. roller cam.

I actually have a set of original factory flat tappet springs and a set of original factory TPI roller springs in my basement right now. I'm going to put them in my spring tester and compare their pressures at different lift points. I'll do that tonight and post back.

 

I got annoyed and went out to the garage and ripped the alternator out to get a number off the block.
I don't see anything that resembles the numbers at mortec.com.
This is on the front ledge where the water pump bolts into.

V0123SNB (jan 2nd of 93' ???)
2H "L" 215730

I'm gonna go back and see if I can find more numbers.
couldn't get to the rear of the block because the Air tube is bolted over it.
Edit back:
There is 638 on both sides of the block.
this (according to mortec) is 87-95 roller or flat tappet cam motor.
5.7L is also on the drivers rear, that much I could see.

Of course I can't find a damn torq bit or metric alled to take off the valve cover
I'll go shopping now.

 

That's because the block casting #'s are on the bellhousing, driver's side.

 

you were repling while I edited

 

Got the valve cover off and got the casting number off the head.
Info from the number site:

p/n 14101083
87-up...350..........Gen.I, also used on crate motors, 285 or 300 hp, 64cc chambers, 72' center manifold bolt angles.

 

SNB 87 350 Pontiac 225 L-98 700R TPI Firebird
SNB 87 350 Camaro 225 L-98 700R TPI

14093638...350...87-95...2 or 4...Roller or flat tappet cam
one-piece rear seal

14101083...87-up...350..........Gen.I, also used on crate motors, 285 or 300 hp, 64cc
chambers, 72' center manifold bolt angles

You have an 87 L98.

 

Thanks for confiming that ME Leigh,
Now that I know where I am, it's time to look at where I'm going.
I'm gonna go over the guys house in about 10 min (if he's there) and measure up the springs and see which dash number they are.
Hopefully I can determine everything I need.
Chamber size, spring dia, and straight/angle/ plug holes.

From what I'm told, 64 cc head has "heart" shaped chamber, 72 are more of a "D" shape.
I think I'll buy them no matter what!
I've got worse things that were more expensive than these.

 

Valve spring info I promised......

There is NO difference between the factory springs that were installed in later TPI motors with roller cams and the springs they put in earlier flat tappet cam motors. Both spec out at 65 lbs. seat pressure, 220 lbs. @ .450 valve lift.

Even the "mild" springs used on the Dart heads for hydraulic flat tappet cams will give you about 100 lbs. on the seat and around 260 lbs. open pressure. So even the smallest (1.25") spring package offered on the Dart heads will be an "upgrade" from stock springs.

Also- Dart stamps chamber sizes into a couple of different places in the head. I think it's cast into the valve deck area and stamped into the ends of the heads, if I recall correctly from my very old memory banks.

 

Thanks, I've got them now!
Had to go $350 with the guy, but there worth it.
The chambers are 65, the springs are 1.25 which puts them as the -1 head.
Fully assembled with rockers.

So I should be able to just plunk these on and go (if the TPI bolts up)

Yes/no?

 

Depends whether the TPI base is '86-earlier/Vette, or '87-later.

The former, yes. The latter, no.

 

From what we've gathered here it is an 87.
The head intake holes are all on the same plane (not offset angle on the center holes)
Looks like I'm in good shape All I need to do is elongate the center holes.

for all the help everyone

 

Depending upon your need for EGR and whether the heads have the exhaust cross-over. I believe they can be drilled if they don't.

 

I have it disconnected right now and there is a note about drilling the heads in the info. I'll look into that possibility. Since I don't run it now and I'm passing emmisions I'll probably not drill it.
Do you think it would be better to run it?

This is a 90% street car, Dragging from light to light with some overly excessive high way speeds.

 

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