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COMPLETE HEADS & CAM PACKAGE FOR SBC 350/383/400 ENGINES. EVERYTHING NEEDED IS INCLUDED.
Cam choices are between 460-510 lift. Your choice of 58cc or 64cc heads. Both have cnc'd combustion chambers. This setup has everything you will need to take a stock 350 or 383 sbc engine and double it's hp output. You will have a choice of any intake manifold we sell, satin or polished finish, at no additional cost. We offer several different intakes that are sure to meet your needs. The Crosswind dual plane intake is the best all around intake we sell, but for those wanting all out hp, the single plane Hurricane will make the most top end power. The gaskets in this kit are all premium grade. The head gaskets are the Fel Pro 1004 series, costing approx. $80.00 alone. We have also included a set of 100 long 4130 chromolly 1pc. pushrods. There are a must in most cases, not to mention stock pushrods are much too weak in our opinion. The valves in these heads are +100 longer than stock, and this usually requires the longer pushrods. The only other item that you may want to add to this kit is a set of roller rockers. They are not essential, but they certainly are good upgrade. The Howards cam that is included is a hyd. flat tappet style, and is of the best quality on the market. The lifters are Delphi made in the USA. Many more items are included in this package, continue reading. The heads have cnc'd combustion chambers.
You also have the option of 58cc or 64cc heads. Those building a 350 with dish pistons will most certainly need the 58cc heads to keep the compression in the upper 9's. The info on the heads listed below is directly from our sbc aluminum head listing. We will also list info from our other ads about the items included in the this setup. We also offer this setup with a hyd. roller cam, see our other listings. We have built no less than 400 engines in the past few years, such as our Stage One and Stage Two crate engines, and have used these very same components, so rest assured that the parts used in this combo are very well proven for fitment, and reliability. Most of our customers usually end up buying most of the items in this package when doing a build, so for the sake of simplicity here is everything you will need to complete your engine.
We have not upgraded our pictures yet, but a picture of the cnc'd combustion chamber is included to give you an idea of what this looks like. We are the only seller that has this version of the PC heads. The runners are not cnc'd, only the combustion chambers. This increases flow characteristics, especially in the upper lift range, and balances out the chambers to exactly 64cc. No variance whatsoever. These heads are also available with 58cc combustion chambers. Most of the info below is from our previous 64cc heads that did not have the cnc work, so it would be fair to assume that these heads will out perform the non cnc'd version.
210CC runner size, 64cc combustion chambers. 2.02 1.60 valve size. Fully assembled, premium hardware, studs and guide plates included. We also have the 190cc runner size available. These heads will work with standard or Vortec style intakes. Those with throttle body engines may need to modify center intake bolt holes. These heads do have most of the factory accessory holes at the end of each head. See our other listings for these heads with our new extreme duty PBM valves.
ARP SCREW IN ROCKER STUDS AND RAISED GUIDEPLATES ARE INCLUDED WITH YOUR HEAD PURCHASE. YOUR CHOICE OF 3/8 OR 7/16 STUDS.
The top end kit pictured below is also included.
Pictured above is the Crosswind 2025 polished intake. It has large runners, and is excellent at producing good bottom and mid range power. This manifold is a what we recommend for most builds, but you may have your choice of any of the sbc intakes we offer in our other listings. For those not wanting the intake with a polished finish, you may choose the satin finish. The 2025 is very similar in it's function to the RPM Airgap by Edlebrock. It features an open area under the plenum chamber. This provides for a flow of cooling air which keeps the temperature of the air/fuel charge lower, thus producing more power and torque. The interior plenum and port design are identical to the PC-2020/PC-2021 and will provide somewhat better overall power than the PC-2020/PC-2021 due to the special design. If you have a C-3 Corvette, with a stock hood, can not use the above intake, due to the hood clearance. There are other intake options on the market for those with this problem. Most all other vehicles will not have an issue with this intake, and if clearance is close, and you don't have drop base air cleaner, then consider purchasing one, as they give one full inch more clearance.
The 2001 or 2000 part number intake known as the Cyclone will not work with the 210 heads offered in this package. The Cyclone intake is what many of the C-3 Corvette owners use due to hood clearance, but this perticular intake is not designed to work with these heads. It will however work with the 190 heads and cam package.
Below are several cam choices available. The first cam listed is our most popular hyd. flat tappet cam. This cam may be slightly too high in lift and duration if building a 350 engine that is going in a car weighing over 3.400 lbs. unless the car is geared with a 3.73 or numerically taller gear. A stall of 2,500 minimum is recommended. Those desiring a more streatable setup may opt for the next size down cam. This cam will make right at 400 hp with our heads in this combo in a 350 cid engine. In a 383 engine it will make around 430-440 hp and have better torque numbers that are down lower in the rpm range. If your final gearing is stock in the 3.07 range worse yet a 2.73 then this cam is out of the question with a 350 engine size, unless your car is below 3,000lbs. Those running a 350 engine choosing this cam should consider a 2,800-3,200 stall converter for certain. 383 engines can use a lower stall converter, but no less than a 2,500 stall.
DURATION IN DEGREES : ADVERTISED - INT .288 / EXT .297
DURATION @0.050" : INT .235/ EXT .243
LOBE SEPARATION ANGLE : 110º
RECOMMENDED SPRING PART # : 272 SEE OUR OTHER LISTINGS
THIS IS THE PERFECT CAM CHOICE FOR A CHEVY SBC 350/355 or 383 STROKER ENGINE RUNNING 9.2-10.3 COMPRESSION. If your engine is a 350 cubic inch, and is in a heavy car or pickup truck, this is NOT the cam of choice. Read the second cam choice listed below. If you engine is a 383 you may run this cam with good overall results in a car up to 4,000lbs. Please read the complete listing before purchasing this cam option. If you're not sure if this cam is correct for your application, feel free to give us a call for technical support. 423-722-5152
LISTED BELOW IS ANOTHER CAM CHOICE THAT IS VERY POPULAR.
A SLIGHTLY LOWER LIFT AND DURATION. MORE PRACTICAL FOR THOSE RUNNING 350 CUBIC INCH ENGINES IN CARS WEIGHING OVER 3,400 POUNDS. THIS CAM WILL MOVE THE TORQUE BAND DOWN LOWER IN THE RPM RANGE, BUT WILL SACRIFICE ABOUT 20HP OFF THE TOP COMPARED TO THE CAM LISTED ABOVE. THIS CAM WILL ALSO PROVE TO BE MORE RELIABLE, LONGER LASTING, AND LESS PRONE TO BREAK-IN FAILURE TO A SLIGHT DEGREE. IT WILL HAVE A BIT LESS LOPEY IDLE COMPARED TO THE CHOICE ABOVE, BUT WILL NOT BE AS DEMANDING ON STALL CONVERTER SIZE. AS MENTIONED THERE ARE PROS AND CONS TO EACH CAM, YOU MAKE THE CHOICE, AND IF YOUR NOT SURE WHAT TO CHOOSE, GIVE US A CALL. IF YOUR BUILD-UP IS A 383 STROKER, THEN THE CAM ABOVE WILL MOST LIKELY BE A MUCH BETTER CHOICE, UNLESS YOU HAVE A VEHICLE WEIGHING OVER 4,000 POUNDS. THE LOWER LIFT CAM BELOW IN A 383 WOULD BE CONSIDERED A TORQUE MONSTER, AND HAVE VERY GOOD BOTTOM END.
For those wanting to go with a roller cam, see our other listings for more options.
DURATION IN DEGREES : ADVERTISED - INT .279 / EXT .289
DURATION @0.050" : INT .225 / EXT .235
LOBE SEPARATION ANGLE : 110º
RECOMMENDED SPRING PART # : 272 SEE OUR OTHER LISTINGS
The factors above mentioned above for cam selection may be a bit confusing. Just understand that to large of a cam, will affect drivability, unless you have a low enough final gear, (3.73) or better, and this is dependent on the weight of your car. The lighter the car, the more you can get by with. No matter what cam you choose, you will need a higher than stock stall converter, unless you go with a near stock cam, but the overall horse power would be dramatically reduced. We like to two cam choices in this add, as far as hyd. flat tappet cams go. They both make huge improvements in horse power over the stock setups. Those building a 383 can certainly get by with the larger cam choice, and still maintain drivability.
34 PIECE SBC CHEVY COMPETITION HEAD BOLT SET, PRO SERIES. SPECIAL WASHERS INCLUDED.
These are a true pro series head bolt set with washers. The washers are a very special type washer. The washers are 120 thousandths thick with a chamfered center to allow for the radius section where the head of the bolt attaches to the shaft of the bolt. Remember to install the washers with the flat side down against the cylinder head. The head bolts have an extended reach to compensate for the washer thickness. It is recommended using a thread sealant on these head bolts.
One of the most important benefits of the special style head bolt washers are that they distribute the pressure on the cylinder head, and provide a glide surface for the built in washer on the head bolt. This allows for much greater accuracy when torquing the head bolts. Those with aluminum heads must use the special style head bolt washers for two very important reasons. The aluminum surface tends to drag and gald against the head bolt, causing inaccurate torque readings. The other well established benefit for the use of these washers is the fact that aluminum heads are known to crack in the center area of the head directly under the head bolt. This area has been compromised due to the port location. When the aluminum heads are cast it is difficult for manufacturers to keep the integrity of these areas consistent. The washers positively reduce cracking the cylinder head in this area.
4130 CHROMOLY ONE PC. PUSH RODS. 100 LONG 5/16" included with this package.
These pushrods have a 100 thousandths wall thickness.
+100 LONG SIZE FOR SMALL BLOCK CHEVY ENGINES WITH HYDRAULIC FLAT TAPPET CAMS 5/16" diameter
THIS IS THE ONLY TYPE PUSHROD YOU SHOULD BE RUNNING FOR ANY CAM ABOVE STOCK LIFT AND DURATION. THE STANDARD PUSHRODS WILL FLEX IN THE ENGINE, AND RISK BENDING UNDER HIGH RMP. THESE DO NOT HAVE THE WELDED BALL ON THE END. WE ONLY USE THE WEDGED ONE PC. DESIGN. A WELL PROVEN DESIGN FAR SUPERIOR TO THE OEM STYLE. 4130 CHROMOLY STEEL IS ALSO MUCH STRONGER, AND WILL RESIST FLEXING. WHEN A PUSHROD FLEXES IN THE ENGINE YOU ARE LOOSING LIFT.
7.894" overall length, often referred to as 7.9 this is 100 thous. over oem size. Diameter is 5/16" 100 thousandths wall thickness, and is the most common size in most engine buildups, using aftermarket heads, as well as some stock head engines using roller rockers, and/or larger cams.
These are above and beyond guide plate compatible.
These pushrods have a 100,000ths wall thickness. More than adequate for any of the hydraulic flat tappet cams on the market, and rated for up to 8000 rpm. This is not the pushrod you would use on a roller cam setup, as they are too long. See our other listings for various sizes. These pushrods are for hydraulic lifter flat tappet cams, not roller cams.
We have built over 400 engines using these pushrods. Most of the cams are in the 480 up to 550 lift. This has always called for a 100 long pushrod. The 100 long means the pushrod is one tenth of an inch longer than stock length. Every engine we build has used this length.
The super strength of the 4130 chromoly has certainly proven itself. We have never been called to replace one. Stock pushrods are usually going to be to short if your using aftermarket cams, or heads. Many factors create the need for longer pushrods. I personally used a set of 100 long on a 100% stock engine that I installed a set of roller rockers. The rocker base, was hitting the tower that the stud is pressed into. The 100 raised the rocker enough to clear, and we did check to see if the rocker tip was rolling too far forward on the valve tip. It was perfect. You must always check for this. As I said there are so many factors that decide what length you will need, but the 100 long has measured out perfectly when we are using our Aluminum heads, as well as several other brands of heads. There are several different pushrod tip styles used in performance engine, and the wrong tip can lead to problems, such as oiling, and wear, not to mention engine noise. These pushrods have prevailed in all of these areas. Three years and at least 400 engines later, never one complaint. Most of the engines we used them in are making over 400 hp, and up to 500 You would think we would have had someone bend a pushrod by now. It's also nice to know your pushrods are not deflecting, causing a loss of lift, dropping hp by at least 15-20 hp. Pushrod deflection will also cause your engine to lack smooth acceleration, and deceleration, just like running undersized rocker studs, without a stud girdle.
We notice many selling so called hardened pushrods on eBay for around $18.95 to $26.95 I'll tell you this much, they will flex in your engine if your cam is a few steps above stock. Do not use them! We do not sell them, never have, never will. Haven't you guys ever heard some back yard engine builder telling you how he bent anywhere from 1 to 4 pushrods in his engine during a hard run, and the engines are always running a street rod cam. I used to hear of this happening all the time. It's a sure thing they were running a set of regular pushrods, or the so called $18.95 to $26.95 hardened version. Those pushrods may be hardened, but that is only on the outer surface. The material they are made of is very mild, and the cam and springs in a stock Chevy 350 engine is usually so mild, you don't have much problem. We won't go into the story's about the welded ball breaking off. You can imagine that happening, and I have heard of this happening often. A one piece pushrod is much more expensive to make, and the only style pushrod you should run. You would think the welded ball cost more, but the one piece involves a more complex process to make as I understand. The nose on our pushrods are the most desired design on the market. Some pushrods we have seen have a very poor design regarding the nose shape.
Below is an excerpt from our listing on the PC aluminum heads. It's been created as a sort of time line of different engine combinations over a period of several years. We have more experience with these heads than any other seller out there.
These heads can be used with outer perimeter or center bolt valve covers.
Angle plug available. New update on our Stage Two 400cid 507hp engine below. Amazing results!
The hardware used is for operation of hydraulic flat tappet camshafts up to .550 lift.
This is the perfect choice for the sbc street rod.
Below is our flowchart on several different heads. All test were performed on a Super Flo bench by our expert head builder. We stand behind the accuracy. We have noticed many other sellers posting what we consider false flow numbers on the heads they are selling. We find this to be nothing short of outright fraud. Sure flow numbers can vary a few points depending on equipment used, and testing methods, but not 15-25 points. When reviewing the charts below, do keep in mind that when building an engine that is not using a cam above a 570 lift, the flow numbers are not that important as to what kind of power your going to produce as long as the heads are well above the stock GM heads. Those using a cam that is around 488/510 lift or lower will not benefit from larger or higher flowing heads. Those building higher rated hp engines that have larger cam profiles can justify going to heads with higher flow numbers. We are very happy with the flow numbers for the Procomp 210 heads. They more than meet the matching requirements for the average street rod, making well over 400hp when combined with the right cam in a 350 engine. The heads in this listing are the Procomp 210cc runner heads. You may notice the Patriot 190 head having decent flow numbers in the low lift range, but these are the original Patriot heads and are no longer available. The original Patriot heads have been discontinued, and replaced with a head that does not perform as well as the Procomp heads that we now offer for a far lower price. Rest assured, the revised Procomp heads we are marketing are a very good head in every aspect. Notice the cnc'd 220 heads in the chart below. We now have them available in our other listings. The flow numbers are very good in every lift range, and the exhaust flow is the highest we have ever seen for this size runner. We have already tested them in our 400 Stage Three engine that made 535hp at 6100rpm and 500lbs of torque at 5000rpm.
You must use the Fel Pro 1004 or 1014 head gaskets with these heads.
Check out the video clip of our Stage one engine running the PC 210 heads at the track.
*Intake Flow Data w/2.02" at 28" of water
When combined with the right cam in a 350 engine, these heads will produce around 400 hp or more on pump gas with very little loss of drivability. Read our dyno results below.
We have thoroughly tested the ProComp, (PC) heads, and have added them to our line of high performance cylinder heads. ProComp has realized that the sbc cylinder head market has become very competitive in the past two years. We did at one time carry the ProComp line of sbc heads, and were not satisfied with the flow characteristics, but ProComp was determined to recapture the market, and this they have achieved. The improvements are many. When we first received the new PC heads, they went to right to our Super Flo bench, and the results were surprisingly decent. Compared to our Dart heads that we have recently tested, the PC heads were right on their heels, and the PC heads do flow great in the upper lift area on the intake side. Our company founder, Skip White knows what these numbers represented, indicating that the flow numbers are not the whole story, and that depending on what you’re building, it's hard to tell what kind of power they are going to end up with. It depends on what you’re building. Our next step was to dyno the PC heads using a 350 engine, with a good street/strip cam. We also gave consideration to drivability, as most of our customers are into building street rods, and want good drivability. Our target group is the street rod community and the most desirable hp range is around 400+ or may we say that's what it takes to classify your car as a true street rod in our opinion. We mounted the PC heads on a brand new Gen2 350 short block. Compression was to be 9.7:1 The cam of choice would have been our Lunati # 03 Voodoo series, but Skip thought that our Howards 488/510 hyd. flat tappet cam would better serve the PC heads, and compensate for the somewhat low exhaust flow. He was 100% correct. Our engine produced 405hp at 5800 rpm. and the torque was in the 385-395 pound feet range from 3200rpm to 5400 rpm . Most dyno testing below 3200 rpm is not possible, but it would be fair to say that the torque is in the upper 300 pound foot range, well below 3200 rpm. Whats amazing about these heads and cam combination, is there is no loss of drivability, pump gas is all that is required, and the cam is a hydraulic flat tappet, nothing expensive and very reliable. The intake used was a single plane Hurricane, but the RPM Air Gap or Crosswind are also a good choice, only sacrificing a few hp off the top end, but will move the torque range down much lower. The Hurricane is our absolute favorite. It looks the best with its four big runners, and sits much taller on the engine. Be careful running the single plane Hurricane on a heavy car when running a 350 engine. This may cause an issue with off line power. If your running a 383 the single plane intake will not be much of a problem.
Our final testing for the 210cc Procomp heads was to dyno a medium/mild 350 engine, and the numbers were very impressive. Most other sellers do no testing whatsoever on the Procomp heads. We do more than just flow testing before we market a new style cylinder head. We flow test it first, then using a 350 engine as the base line, we do extensive dyno testing, with at least two different cams, as well as two different style intakes, not to mention much fine tuning. We made over 50 dyno passes as we tested two other brands of aluminum heads. Then our final test is to run it in our company race car at the track. This not only gives us actual numbers but a true feel of how the engine with the new style heads will perform on the street. Our company race car is a Pro Street legal Datsun 240z. Skip has drove the car no less than 500 miles on the street to get a true feel of the new combination. It is only then that we feel safe to market the product. One of the main reasons behind much of this testing is to know how our heads will perform when used on a very common setup such as the 350 Chevy engine, with a well mannered street/strip cam, not to mention reliability. This is the type engine that about 90% of our customers have. Cam selection is very important. Our testing on this cam combined with these heads was very extensive. Most of our customers find our info very useful in deciding what combination of parts to use when building an engine.
We made at least 50 dyno pulls with the PC heads, and they performed faultless. Cam, carb, and ignition testing is what led to so much testing, but also an opportunity to make sure the new PC heads would not have any reliability issues whatsoever. Our head builder made special note about the excellent style of cutting on the seats in these heads. Our engine builder told us that our line of Procomp intake manifolds mounted perfectly on the heads, and the heads mounted perfectly onto the block. We asked them to make special note on this. All in all, they are very well made heads with good fitment in every area.
Our next test was to put the Lunati 103 Voodoo cam in the engine, just to see how it performed vs. the Howards 488/510 hyd. flat tappet cam, and the results were lower hp numbers all across the rpm range with the Lunati cam. The engine only made 385hp with the Lunati cam. Lunati Voodoo cams seem to be very selective as to what engine they want to work well with, not to mention the lift and duration on the Lunati that we used is a bit lower than the Howards 488/510 cam.
The Howards cam has just the right amount of lift and duration to bring the PC heads to life, yet maintain streetability. This combination worked like magic for us. Remember this engine is only 9.7:1 compression ratio, and this cam has very good street manners, will run on pump gas, has a very wicked idle to it, and has a very nice torque curve to it. You will need a stall converter in the 2200-2800 range, but you would need this on any 350 engine making 400+hp. We do have all of the many needed accessories in our other listings.
One of the worst mistakes you can make building up an engine is to get a mismatched combination of parts, or cutting to many corners. We know about combinations and how they work. Take a test drive in a car with over 400hp and vs. a 300hp or less and you will then see what you’re missing. The exhaust sound under load is nice. These heads will make the power you need without spending a fortune. We are very pleased with everything about them.
Our new Stage One engines will all be built with the Procomp 210 heads and the Howards 488/510 hyd. flat tappet cam. This setup produces 405hp @5700 rpm, and our Stage Two 400 engine produces 502hp with these same heads, using a 565/574 hyd. roller cam. The Stage Three engine setup proved that these heads are capable of making power well beyond what they are doing on our Stage One 350 engine.
We did one more test worth mentioning. We also sell the Dart Platinum Pro One aluminum heads, so we decided to mount a set of the 200cc Darts on the engine while it had the Howards 488/510 cam in it. It made the best hp of the three but only by 2hp over the Patriot, 422 to be exact, and this is only 4hp over the PC heads. The dart heads would be a waste of money on the level of street rod we were testing. They may prevail in a much more serious buildup. The Procomp heads are positively the best value by far.
We are puzzled as to why all three heads ran so close to one another in hp numbers, considering they are very different in flow characteristics. As our company founder explains it, the results of these three brands of heads will vary greatly by what type setup you are running. Our test engine is not a good way to determine the true overall value of a cylinder head, but our test engine is representative as to what most street rodders are running, and that's a small block 350 in the 9.7:1 comp. range give or take, being able to run on pump gas, with good street manners, must have a somewhat radical lopey idle, and most importantly that the engine is not setup in a way that it is short lived or unreliable, while making around 400+hp, and last but not least, a build up that is not going to cost a fortune, so this is why we choose this setup. It is representative as to what most of the people we sell to are wanting to run. We are sure that the Dart heads would out perform any of the heads we tested in more serious buildup. The PC heads have 210cc runners, and seem to be the best choice for the money without any sacrifice of power worth mentioning when running setups such as mentioned above. The Procomp heads do thrive on a good size street rod cam. The 210cc runners would most likely run very well with cams up to .550 range, but they seem right at home with our Howards 488/510 cam. We think PC heads are the best value for the money you can possibly find. Our dyno testing has proven that when building up a 350 engine in the 400-430hp range, the PC heads are up there with the best. We are also fairly certain that the Procomp heads are going to be a very good choice for the 383 buildups. We will soon find out.
You will see others selling these heads very soon, as we don't have the exclusive rights on them, but where the difference will be is in our choice of hardware. Our testing is also very thorough on our cylinder heads. As far as we know none of our competitors do this. We hope you can value this. We do know for a fact that many dealers are using substandard hardware regardless to what they may say they use, and do not have a true head builder doing the assembly, not to mention the very expensive equipment we have at our shop. Our hardware is superior to what most others offer. Please check out our listing on valve springs, and this will give you an idea of how serious we are when it comes to valve train hardware.
Our next test will be on a 383 buildup.
Very important Update: 11/1/08
One of the most frequently asked questions has been "when are we going to test the PC heads in a 383?" The main concern was if the newly revised Procomp heads would support the larger cubic inch engine, and larger cam. We have just finished thoroughly testing our new Stage Two 400cid engine. We started with one of our GM Bowtie blocks bored and stroked to 400 cubic inches, and a hydraulic roller cam in the 564/575 lift range. This setup is most certainly demanding of a good set of heads. Our engine made 507hp at 6100 rpm, and slightly over 500lb feet of torque at 5000 rpm. This is truly amazing considering the low cost of these heads. We really did not expect the Procomp heads to allow this setup to develop this much horse power and torque. The flow numbers don't really seem to allow for this, but as our company founder said, flow numbers are not the complete story. The Procomp heads are on par with any non cnc'd heads on the market. Our dyno testing was extensive to say the least. Our next test will be drivability by installing the engine in our company Pro Street 240Z. Most race tracks are closed at this time of year, but we will travel 75 miles to a track that runs late into the year. By the way our 400 sbc engine had a compression ratio of 10.8:1 and this is a very streetable combination and can use pump gas. Tuning must be kept on the conservative side when running this much compression on the street. You can run much less compression and still make big top end numbers. Those wondering how these heads will perform in a 383 need not be concerned, as the 400 engine with the somewhat large cam in it did extremely well. Rest assured you will never find a set of heads for any price that will do much if any better. The most important value in this particular test was that we did establish that the Procomp heads will match up with engine and cam combos that are usually very demanding on the heads flow characteristics. The Procomp heads are perfect for the 383 engine, and will match up well with just about any cam choice you want. We also found this the perfect opportunity to test our new fully cnc'd Procomp 220 heads. The results were also amazing. Those heads produced 535hp with the same cam. We are quite sure the cnc'd heads will support a much larger cam combo or a larger cubic inch engine. If your building a 383 engine we are confident you will be very satisfied with the use of our newly revised Procomp heads. We also have several cam combos available. This testing allows us to do more than just test the heads, it allows us to know how a particular cam will perform. Bottom line is that these heads will perform with the best on a 383 engine, as well as a 400 or 406
Here is a rundown on the hardware we are using
NON MAGNETIC stainless steel valves, swirl finished one pc. undercut. The same valve we have used for years, with zero failures. Non magnetic is very important. Our cost on these valves is around double the price of some of the low cost valves on the market. We know for a fact that many head builders use these low cost magnetic valves. We do not use them and never will. If the valves pull a magnet, they are not high temp stainless. They may be stainless, but they have very low nickel content in them. Stick a magnet to your stainless kitchen utensils; it will pull a magnet very strongly. Kitchen utensils are made from 400 series stainless, and have very little nickel in them, as they don't encounter extreme temp ranges. It is the higher nickel content that allows a valve to withstand high temperatures.
Our springs have 1.46 diameters, with an internal damper. Others are using springs that are much smaller in diameter. Smaller diameter springs may be in the correct spring pressure zone, but they are usually very short lived. Zero failures with our springs. The springs in this setup are to operate with hydraulic flat tappet cams up to .550 lift. For those running solid or roller cams, see our other listings for heads built for these type cams. We have also seen spring kits on the market that are larger in diameter, but are made with much thinner coil material.
These heads are setup for hyd. flat tappet cams. We have an extensive amount of use on these with zero problems.
We use only Comp Super 10º locks. Our head builder found most other locks on the market to fit looser than he felt they should be. He envisioned the engine being much more prone to dropping a valve at high rpm with many of the other no name locks on the market. We are quick to use low cost hardware, but if it compromises the survival of the cylinder head or engine under hard load we do not use such hardware. We know where to draw the line.
If you have any technical questions about these heads or if you need to know if they are right for your application, feel free to email us with your question, or give us a call at 423-722-5152 8am-8pm Mon-Fri or 10am-3pm on Sat. TECH SUPPORT AVAILABLE 8AM-5PM EST
For customer support call 423-722-5152
For overseas shipping quotes, email us using the contact seller tab or feel free to call us.
IMPORTANT NOTE. MUST READ!
We have noticed several sellers of assembled heads using a one size fits all, hydr. flat tappet, and hydr. roller spring and valve setup.
We are positively sure that this is not the proper type hardware to use on your heads. When using a hydr. roller cam, we not only use a dual spring and damper combo, but also use .200 long valves instead of the .100 long size. The .100 long valves are used on our hydr. flat tappet setups and with a much milder spring setup. As many of you may know, a hydr. Roller cam is usually higher in lift and duration, requiring a longer valve, but all roller cams use a more aggressive spring setup to keep the roller lifters planted on the cam lobe. They are very prone to wanting to bounce the roller lifter away from the lobe due to the very different lobe design. These sellers using a one size fits all setup, are trying to hit a happy medium, and most head builders we know of, are completely against it, as well as many head companies such as Dart, etc. If they have this setup somewhere in the middle, then it would be too much for the hydr. flat tappet cam, and create a wear issue in our opinion. Putting too much pressure on flat tappet cams is a sure way to kill the cam very quickly. It's just another way of increasing profit for the seller without regard for the customers best interest in our honest opinion. We setup your heads the way they should be, according to what type cam you have, and the difference is dramatic between a roller cam and flat tappet cam. Even the odd ball solid flat tappet cam has its own unique setup depending on what lift it is. The one size fits all hardware claims to also work on these cams. We know of several head sellers using this insane method, and it’s not the proper way to set up a set of heads, in our very strong opinion.
We have to charge a slightly higher price for a set of heads using a hydr. roller cam and we can promise you, it's a must that the hardware be correct for this type cam. Call up any cam company, and tell them you want to use a one size fit's all setup on their hydr. flat tappet cam or hydr. roller cam and they will tell you this is not advisable, and depending on the spring pressure, it can't serve both properly. Valve float, on the roller setup, or extreme wear for the flat tappet cam, depends on what cam this crazy setup is closer to. We would not even consider this type hardware, and believe me the simplicity of it is appealing.
We are going to be adding dyno charts, flow charts, and much more good info about these heads soon.
We have installed the new Stage One 350 engine with the Procomp heads in our company race car. If you have read our listing on the Stage One 350 Engine, you would notice we have done extensive testing on this engine. We have phased out the Patriot line, due to an unfavorable change in the combustion chamber. Our engine with the Procomp heads performed very well at the track. The car ran 11.9 in the quarter, considering the outside temp is in the 90 degree range, and the engine we used was not dyno tuned as was our original engine. The Stage One engine is only 350 cubic inches, and is set up somewhat mild to allow for street use. Very little break in on this engine. We hope to see better numbers next trip to the track. The Procomp line of heads will be on all of our Stage One engines very soon. Our company President, Skip White did drive the car over the weekend on the street, and is very pleased with it's street manners. Zero problems with the heads, just as we expected. So far, it would be fair to say, the Procomp heads offer more hp for the money than anything on the market. Part of the street rod game is to get the best value for your dollar. Your not racing world class competition on the street, but you want to know your car is keeping up with the best of them, and for a lot less money. That's something to truly brag about. These heads are capable of making over 500hp in larger cubic inch engines running larger cams. They will support just about any level sbc street rod engine on the market.
Cnc'd Comb Chambers:64cc, 58cc also available and 68cc fully cnc'd
Intake Valve Dia:2.02”
IntakePort Dim:2.247” x 1.218”
Intake Gasket:Fel-Pro#1206, Some intakes require a Fel Pro 1266 intake gasket, or 1255 if using Vortec intake.
Exh Valve Dia.:1.600”
ExhaustPort Dim:1.356” x 1.420” w
ExhPort Location:Stock location & bolt pattern
Flow, Intake: 264cfm @.700” lift / 28”
Flow, Exhaust: 152cfm @.700” lift / 28”
Head Bolts: Must use extended reach with true head bolt washers or head studs. See our other listings for accessories.
Head Studs: PC-2451-STUDS (12pt)
Manifold: MOST ANY
Milling:Min. Down to 58cc = .060”(.0065” = 1cc)Flat Mill
Pistons:Most 23°aftermarket pistons.
Push Rod length:Stock thru+.100”Should always measure(Stock length= 7.800”)
Push rod Guide Plate: Flat or raised, included.
Spark Plug:Angle or straight,.750” reach, gasket,Autolite 5224 or equivlent.
Spring Pockets:1.550” OD(.030” deeper max)
Springs:Our Assembly:1.44 outer diameter. single with a damper for hyd. flat tappet cams. setups are available for hyd. roller cams.
After much tuning and track time we did achieve an et of 11.6 in the quarter. Very good all things considered. The Procomp heads will do great on most any sbc engine up to 406 cubic inch.
Important installation notice,
As with any new heads, you must do a mock setup with the heads before bolting them on. This is done by setting the heads on the engine and using two bolts to hold the heads in place. This will allow you to check your pushrod clearance, and that your rocker studs are all in line. If your pushrods are touching any surface of the heads, you will have to dremel these spots for clearance. Rarely will this have to be done, but in some cases it may need to be. We have seen this situation with many aftermarket heads, including dart. There are areas of the casting that are very close to interfering with pushrods, and will only take seconds to correct, but you certainly don't want to have completely bolted the heads on and find this out. One more thing would be wise to check is that your rocker arm studs are all in line. We only seen one instance that they were not, but the customer had completed the installation before discovering this. As mentioned above, do a mock setup, and make sure everything is looking as it should before completing the installation. We received a large order of Dart heads that had an interference issue with the pushrods, and as mentioned it only takes seconds to correct this with a dremel tool, but not if you have secured all 34 head bolts. You can not correct such issues with the heads on the engine due to the risk of contamination of the rest of the engine.
If you have any questions about these heads or if you need to know if they are right for your application, feel free to email us, or give us a call at 423-722-5152 8am-8pm Mon-Fri or 10AM-3PM on Sat.
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FedEx is our primary shipper. We are unable to ship to APO/FPO addresses. Help us ship your order promptly by including your physical address at checkout. If your order MUST be shipped to a PO BOX, please contact us by phone. Additional charges may apply. Below is a map representing the estimated delivery time to get to you from our location.
FedEx Home Delivery delivers Tuesday - Saturday. If a package leaves here on a Thursday, and you are in a 2 day delivery zone, your package will deliver to you on Saturday. If you are in a 3 day zone, and your package leaves on a Thursday, you will not receive it until Tuesday. Expedited shipping is available upon request for an additional fee. Please contact us for rates.
Hawaii and Alaska have a 6+ day estimated delivery time.
The shipping quoted in this ad is only for the 48 continental United States. If shipping to anywhere else, please give us a call or email us for quotes. The half price shipping on all additional items also only applies to items that are being shipped in the 48 continental United States. If you have any questions, you may give a call at 423-722-5152
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These use the Fel Pro 1206 intake gaskets, but some intakes may require the thicker 1266 Fel Pro gasket. Our springs are 1.44 diameter, and the valves are first rate competition rated.
Veiw the youtube video clip in our listing to see our new Stage One 350 engine in action at the Bristol Dragstrip. The new Procomp heads perform excellent as you can see, and the cam choice is our Crane Blue Racer 1064. See our other listings for a similar cam in a different brand name.
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