SBC CHEVY 210CC FULLY BUILT ALUMINUM HEADS 64CC CNC'd

WE ARE PROUD TO INTRODUCE THE NEWLY REVISED PROCOMP STREET/STRIP PRO SERIES ALUMINUM HEADS WITH CNC'D COMBUSTION CHAMBERS. THIS IS FOR BOTH HEADS FULLY ASSEMBLED.

This auction is for straight plug heads. Angle plug heads available in our other listings.

PART NUMBER # S64210272

We have not upgraded our pictures yet. Below is a picture of the cnc'd combustion chamber. We are the only seller that has this version of the PC heads. This auction is for one set of fully built heads with the cnc'd chambers. 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. 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 with premium hardware. We also have the other runner and combustion chamber sizes available. See our other listings. 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.

These heads can be used with outer perimeter or center bolt valve covers.

Angle plug available in our other listings.

The hardware used is for operation of hydraulic flat tappet camshafts up to .550 lift. See our other listings for heads that are setup for other camshaft types.

We do not include studs or guide plates with the heads. Some sellers do include them, but as you know there are two size of studs to choose from, (3/8's or 7/16,s) and two different styles of guide plates are now offered. Many customers have forgot to inform us as to what size studs they would like after buying the heads, and we then email them for this information, but often do not get a response. This causes a delay in processing their order. We have lowered the price to compensate for the fact that these items are not included. We strongly recommend choosing the adjustable guide plates. The adjustable guide plates will allow you to obtain perfect rocker alignment on every rocker. We have seen alignment issues on occasion with any and all brands of heads, oe factory heads included. We have also seen rockers that were creating an alignment issue. The adjustable guide plates will cure the alignment issue 100%. See our other listings for items that you may need for your project.

The PC heads require the use of special head bolt washers, and extended reach head bolts. Using stock length head bolts will not allow the use of the special washers required, as the oe bolts have a limited amount of thread on them. Not using the special head bolts and washers may cause serious damage to the cylinder heads. See our other listings for many of the items needed to complete your engine build.

If your not sure about the type cam you have or soon to have, please give our tech support a call at 423-722-5152

This is for one pair of fully assembled heads, to be used with hydraulic flat tappet cams 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 the what kind of power your going produce, as long as the heads are well above the stock GM heads. We are very happy with the flow numbers for the Procomp 210 heads. Rest assure, the revised Procomp heads we are marketing are a very good head in every aspect.

Important note: 

We recommend the Fel Pro 1003 head gaskets. See our other listings for all head related items.

*Intake Flow Data w/2.02" at 28" of water

When combined with the right cam in a 350 engine, these heads will produce approx. 400 hp. 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 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 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 9.8:1 The cam of choice was a Howards 488/509 hyd. flat tappet style. Our engine produced 405hp at 5950 rpm and the torque was in the 385-395 pound feet range from 3200rpm to 5400 rpm . What's amazing about these heads and cam combination is the very little 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 about 15hp off the top end, but will move the torque range down much lower. The Hurricane is our is only recommended on light weight cars or cars with deep final gearing.  

  Most 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 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 1,000 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 70% 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.

As mentioned 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 intake manifolds mounted decently 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. 

The Howards cam we used in our Stage One 350 engine had just the right amount of lift and duration to bring the PC heads to life, yet maintain streetability. You will need a stall converter in the 2500-2800 range or higher, but you would need this on any 350 engine making 400+hp. We do have all of the many needed items to complete your build 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 too 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 very pleasing. These heads will make the power you need without spending a fortune. We are very pleased with everything about them. We are often asked to compete with others selling at lower prices, yet consideration for the quality of hardware used is not given, not to mention the way others may be setting up the heads could cause serious problems to the heads or the cam. Few if any of the others know much about the correct way to setup a set of cylinder heads.  

 Our new Stage One engines were all built with the Procomp 210 heads and the Howards 488/510 hyd. flat tappet cam. This setup produces 405hp @5950 rpm, and our Stage Three 406 engine produces 515hp 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. For those building 350 engines with cams in the 460-470 range we recommend the PC-190cc runner heads. Cams in this size range do not require heads any larger in size. If you do have a small cam in the lower lift range as mentioned, and run the 190cc heads, this will allow for a much better bottom end response. Those running 350 engines with dish pistons will certainly want to run our 58cc combustion chamber heads, as they will bring the compression up to a decent range, and allow the use of a healthy size cam.  

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 between the two but only by 6hp 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 the two different brands of 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 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 or 383 in the 9.8:1 to 10.8:1 compression range, give or take, being able to run on pump gas, with good street manners, must have a somewhat lopey idle, and most importantly that the engine is not setup in a way that it is short lived or unreliable. While still making around 400+hp, and last but not least, a build up that is not going to cost a fortune. 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 or more. Even though the PC heads are not flowing on the exhaust side as well as we would like, using the right cam more than compensates for this. 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 400hp range, the PC heads are up there with the best. We are also certain that the PC-210 heads are a very good choice for the 383 buildups.

You will never see others selling the 210/64cc heads with the cnc'd combustion chambers. These were custom built for us only. This was a costly upgrade but we felt it was worth the additional cost. It is our choice of hardware that also makes these heads stand out compared to others. 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. Beware of sellers that offer little or no information on the hardware they use. 

Our Stage Three 406 engine results with the PC-210 heads: 8/1/10

 We tested our new Stage Three 406 cid engine with the PC heads a few years ago. We started with one of our Dart SHP blocks bored and stroked to 406 cubic inches, and a hydraulic roller cam in the 564/575 lift range. Compression ratio was approx. 10.6:1 This setup was most certainly demanding of a good set of heads. Our engine made approx 510hp at 6300 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 most non cnc'd heads on the market in the 210cc runner size. Our dyno testing was extensive to say the least. Our next test was for drivability by installing the engine in our company Pro Street 240Z, and much track time was spent at the Bristol Motor Speedway. By the way, our 406 sbc engine had a compression ratio of 10.6:1 and this is a very streetable combination and can use pump gas. You can run much less compression and still make decent top end numbers. Those wondering how these heads performed in a in a 383 will be happy to know that we achieved approximately 440hp with a cam size in the 525 lift range. 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 a broad selection of cams. This testing allows us to more than just test the heads, it allows us to know how a particular cam will perform with the heads. Bottom line is that these heads will perform with very well on a 350, 383 or 406 engine The video clip below is our original sbc 406 engine with the Procomp 210cc heads. This engine ran a full season at the track and was drove on the street for many miles. We did not encounter any problems whatsoever with the PC heads. The car in the video is a 71 Datsun 240Z, and belongs to our company President, Skip White. This car is completely street legal, and was drove to the Bristol motor speedway every week for the entire race season. 

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Here is a rundown on the hardware we are using

NON MAGNETIC stainless steel valves, swirl finished one piece 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 low cost valves on the market. We know for a fact that many head builders use the 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 are 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 other style 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 hydraulic flat tappet cams.

We use only Comp Super 10 degree machined 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.

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.

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, hydraulic flat tappet, and hydraulic 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 hydraulic 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 hydraulic flat tappet setups and with a much milder spring setup. As many of you may know, a hydraulic 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 hydraulic flat tappet setup, and create a serious wear issue with the cam in our opinion. Putting too much pressure on a 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 the 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 of setting up heads, and it’s not correct in our very strong opinion.

We have to charge a slightly higher price for a set of heads using a hydraulic roller cam and we can promise you, it's a must that the hardware be correct for this type cam. See our other listings for various spring and valve setups.

 Call up any cam company, and tell them you want to use a one size fit's all setup on their hydraulic flat tappet cam or hydraulic roller cam and they will tell you this is not the correct way to set the heads up, and depending on the spring pressure, it can't serve both properly. You may experience valve float and lifter bounce on the roller setup, or extreme wear for the flat tappet cam, depending 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.

Several years ago we installed our Stage One 350 engine with the Procomp heads in our company race car. This 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 our original engine was. 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. 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. You're 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.     

                                    

Cnc'd Comb Chambers:                   64cc, 58cc also available and 68cc fully cnc'd

Intake Valve Dia:                  2.02” 

Intake Port volume:               210cc

Intake Port Dim:                    2.247” x 1.218”

Int Port Location:                   Stock

Intake Gasket:                       Fel-Pro# 1266 seems to work better than the Fel Pro 1206 The 1266 is the same gasket as the 1206 but much thicker.

Exh Valve Dia.:                      1.600”

Exh Port volume:                   70cc

Exhaust Port Dim:                 1.356” x 1.420” w

Exh Port Location:                 Stock location & bolt pattern

Exhaust Gasket:                    Fel-Pro#    1405

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:            We strongly recommend adjustable guide plates. You may use raised fixed guide plates, but adj. plates are much preffered.

Retainers:                              Steel   10°    

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.

                                        

Valve Length:                        5.015”   (+.100”) for hyd. flat tappet cams or + .200 for hyd. roller cams    

Valve Stem Dia:                     .3415”   -   11/32”

Valve Train:                           STD SBC 3/8” or 7/16” stud mount

Valve Guides:                        1/2” OD   Int = Mag-bronze      Exh = Phos-bronze (.002” press)

Valve Guide length:               1.950”        

Valve Guide clearance:         .0014” - .002”   (with our .3415 dia. valve stem)

Valve Guide Spacing:            1.890”   moved .030” from stock

Valve Seats:                           Hardened Ductile Iron,   .006” press    

Valve Seat dim.                       Standard

Valve Seat angles:                 Int = 32° - 45° - 60° - 70°       Exh = 37° - 45° - radius                     

Stud Girdle:                            Use any standard girdle

Torque:                                   Head Bolts = 65 ft/lb

                                                Rocker Studs = 55 ft/lb with fixed guide plates, and 60 ft/lb when using adjustable guide plates. 

                                                Manifold = 35 ft/lb

Block Use:                              Any SBC Iron or Aluminum  

Weight:                                   64 lbs fully assembled pair.

 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. We recommend adjustable guide plates to correct any rocker tip alignment issues you may encounter. See our other listings for items you may need to complete your engine build. 

A final note,

Our eBay user id is: skipwhite, and our eBay store name is whiteperformance1. You may have noticed other sellers using a similar name offering similar products. These other sellers have capitalized on our name as we see it, and many customers searching for us will inadvertently find them, thinking we are one in the same company. There is only one "Skip White" We are the original premier eBay seller under this name since approximately 2002. We have no other eBay names, nor are we associated with any other company regardless of the similarity in the name or location. Our official company name is Skip White Performance.

Skip White 

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 10-3 on Sat.

PAYMENT AND SHIPPING DETAILS

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If you checkout and start over, the auto calculator will not recognize the multiple purchases, and there will be no shipping discount. Should you decide to start purchasing again after checking out, you will need to contact us so we can calculate your shipping for you.

IF YOU ARE HAVING DIFFICULTY PAYING WITH PAYPAL, FEEL FREE TO GIVE US A CALL AT 423-722-5152  SALES AND CUSTOMER SERVICE HOURS OF OPERATION ARE 8AM-8PM MON-FRI & 10AM-3PM SAT EASTERN TIME ZONE

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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 us a call at 423-722-5152

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View the YouTube video clip below to see our new Stage One 350 engine in action at the Bristol Drag strip. The new Procomp heads perform excellent as you can see.