I have an 1986 z28 camaro and i just did an engine swap and multiple other things and want to know what yall could come up with for hp it is an L82 engine with aluminum heads 64cc and 220 runners about 9:1 compression and rocker arms also headman short tube headers and a voodoo cam 290/300 durration 465/488 lift longer push rods edelbrock intake manifold 770cfm holly carb and then the transmission that has been built to hold up to 550hp the 700r4 and a 3.73 rear diff gear ratio what do yall think i will have to the back of the engine and to the ground thanks guys (ive had some people tell me 450 400 back of engine 375 350 to the ground

 

That is a very mis matched combo. The 220cc heads are way too big for the mild cam and compression.

With that combo I think you will see a peal HP at crank of 340-360 HP happening higher in the RPM band, and kind of soggy torque below 3500 rpm.

You might get 290-300 HP at the wheels.

The heads and compression are the killers on this one. I think I smaller head will be happier on this engine. Something in the 180-190 range max.

To run a head that size you need much more cam, to run a cam big enough you need more compression.

If it tells you anything I have a 355, 10.34:1 compression, 200cc heads, 249/252@.050" cam, .570"/.579" lift, 3500 stall torque converter, 3.89 rear gears. I make peak power at over 7,000 rpm and shift at 7200/7300 rpm

 

180-190 head wouldent that be smaller heads and be more compression and more hp like is that and upgrade from the 220?

 

No, you are thinking of the wrong measurement.

When it comes to heads, head sizes, etc you have a few things to look at.

Intake port (or runner) volume. This is the 170, 180, 190, 220 cc size.. This does not effect compression at all. It is how big the intake ports are.

Combustion chamber volume... This is the 58, 62, 64, 70, 78 cc size. This effects compression.. Small size = more compression

Exhaust port volume... Not a common talked about thing.

Intake and exhaust valve size.

As the intake port becomes bigger, the speed in which the air flows through port slows down... The bigger port will move more air (flow better) but it also needs more air coming in and coming in faster to keep the port "full" and speed of air up.

It's like say... You find some round objects to blow through with your mouth... A drinking straw, vs a paper towel cardboard tube. The air that exits the drinking straw is stronger or higher pressure and you can blow for a decent amount of time, but when you blow through the paper towel tube, you run out of breath much sooner and can barely feel the air coming out of it.

Kind of the same with engines and intake ports on heads. You have to match all of the sizes up well or you get an engine that runs but does not make the power it should, does not feel as good as it should, etc.

For a hot street strip type engine to benefit from 220cc heads, it would need to be 400+ cid.

Like I said earlier I run a 200cc head on a 355 and my engine/car is limited.. It was built for drag racing and use in higher RPMs. It's really a dog under 3500 rpm, but the engine spends very little time under 3500 rpm unless I take it out for a joy ride once in a blue moon. I wanted my power in the 3500-7000 rpm range so I picked parts to do that with.

My street car (S10 truck) on the other hand has a 10.25:1 compression 355 with vortec 170cc heads, 214/224@.050" cam, .484"/.512" lift can and that combo works perfect for my street uses. Has around 390 HP at the crank

 

Did the people who told you >400 also tell you what parts to buy?

I would guess 350 max at 6krpm with a very sharp rise and nothing down low. The bare bones cam is a 2k to 6k

Who makes the heads?
What edelbrock manifold?

That carb is also a monster for that engine and should be interesting to tune.