I am rebuilding my 350 TPI with ported plenum, LTR, ported base, 58mm TB, ComCams 268 XFI, Hooker 2055 and single 3" exhaust.

But I haven´t decided on heads yet.
I can get me a pair of Dart Iron Eagle Platinum stage2 200cc / 64cc at a fairly decent price but are afraid that they are a bit too large for my setup?
I am also considering using Edelbrock Performer RPM.
What´s the best choice?

The car will be used mainly street and maybe some occasional strip. Will not turn it over 6000 rpm and it has auto trans. Prefer low/midrange power.

Any comments are appreciated.
Thanks.

 

The Edelbrock RPM's don't have an EGR port so you know, at least not the last time I checked - I have no idea if the darts do.... Just something to keep in mind.

If low/mid range power is what gets you happy, go with the 'Brocks. The Dart's would be better suited for a forced induction or high RPM motor.

 

I will be running the Dart Pro 1 200cc aluminum heads with the exact same cam. They do have the EGR ports. You can always call Dart abour the Iron Eagles.

In this day and age I don't consider 200cc to be large. There have been a lot of improvements in port and chamber technology. The LS1 guys with slightly smaller motors are running larger heads than 200cc for an example.

That Dart Iron Eagles Platinum have a good reputation. Your setup is very close to my new build up buy the way. One more thing be sure to CC the heads to make sure they are 64cc. Mine were larger and I milled the heads to get them down to 64.2CC.

 

Your TB is too big . You don't need it . Heck might even get away with the 48 mm stocker. You wanna run bigg cc heads with the LTR setup .... I am just guessing but I see a mismatched setup . I would go for a smaller 180 cc head IMO . Could be wrong though ....

 

Yes, that´s my concern too. Maybe it will be a mismatch.
The TB is on the large side also, haven´t really decided on using it yet but will probably try it to see the results. It´s an easy part to change.

 

From what I understand or have been told an LS1 head is a completely different design and in no way shares anything remotely close to the Gen 1 design as far as flow and port ccs. The design of the LS1 has been tested to work with its larger than normal head CCs to retain its midrange power with a smaller cubed engine. At least this is what the pros have to say about it. You can get a good idea if you compare a Gen 1 200 cc heads mid range flow numbers and compare it to an LS midrange flow numbers and see the dramatic difference.

 

If you already have the 58mm throttle body it won't hurt a thing. You may not gain any more power than a smaller one but no harm no foul.

Shaggy, you are right in that is a different runner style. The only point I was making that in the constant improvement of cylinder heads including the SBC I don't consider a 200cc port as being to large for a built up 355CI motor.

 

Im not saying you cant get it to work but I wouldnt compare the two. Yes they have improved designs but your are still working with a 23 degree head and a conventional port design. You can only squeeze so much performance out of an old design. The valve angle, port design, and flow characteristic of the LS head can not be matched unless you change one or all of these characteristics.

 

Here is a link to Dart. Check out the Iron Eagle 200cc specs and engine size recomendations. Dart Heads

 

Im not arguing what your saying in the least bit but I just wanted respond to what you said about the LS head. I usually ask a professional what their thought on head recommendations are than decide whats right by myself from a web advertisement. There is alot of confusion on head selection but fortunately a professional engine builder enlightened a bunch of guys with this thread. The calculations within this thread is specific to standard 23 degree heads. Any other design would require specific calculations to that head design.

cylinder head selection, cross-section and other stuff - Steve's Nova Site Forum

I would like to quote one thing he mentions which is very interesting.

heres a chart FROM THE BOOK,HOW TO BUILD BIG-INCH CHEVY SMALL BLOCKS with some common cross sectional port sizes
(measured at the smallest part of the ports)
...........................sq inches........port cc
edelbrock performer rpm ....1.43.............170
vortec......................1.66.............170
tfs195......................1.93.............195
afr 180.....................1.93.............180
afr 195.....................1.98.............195
afr 210.....................2.05.............210
dart pro 200................2.06.............200
dart pro 215................2.14.............215
brodix track 1 .............2.30.............221
dart pro 1 230..............2.40.............230
edelbrock 23 high port .....2.53.............238
edelbrock 18 deg............2.71.............266
tfs 18 deg..................2.80.............250

 

Thanks for the links, good reading.

What are your opinions about the TrickFlow 195? Is there a risc of going too large?
They sounds like nice heads, but I don´t want to sacrifice too much power in low rpm. Where do they start to make good power?

 

From what I understand going to a larger cc head works great if the minimum cross section is kept on target. Its basically pocket porting without altering the minimum cross section very much. The 210cc fastburn heads are a pretty neat thing since they use the smaller 2.0/1.55 valves. I would get the specific intake for it though but they are setup for both intake bolt patterns.

 

The new AFR 180cc Eliminator heads look like they'll support considerable HP and look great for a 355 running a long runner system. If the AFR are off budget,,, check out the 195/200 cc Canfields for $1030. They won't be "too big" at all and they'll give you room to grow with future changes.

Competition Products-Canfield, Aluminum Chev SB Heads, 200cc/65cc, Street/Track