Ive been looking real hard at those renegade heads. They would require custom headers Im told Edlebrock makes an E205 that takes aftermarket hedders. Im probably going with them on my 332
I too, would choose other heads that are not angle milled. Especially considering what you shelled out for that intake setup. My 331 has a 10.4 to 1 ratio, run with a Z303 cam (112* LSA) and runs great on 93 octane Chevron. It will run on 91 octane conventional gas (no ethanol) but does occasionally ping (and yes it's audible, even with my LOUD exhaust) My heads are milled .060, but the repop 3x2 intake fits fine without having to mill it too. Initial timing is set at 12*BTC run with a completely untouched 85 Mustang distributor and stock 77 Comet spark box. I would not build an engine that's to be street driven on E85 as that stuff is hard to find, if and when you can find it, and it's often not E85, but some other blend ratio ( I haul fuel for a living and what's sold as one blend is often something completely different) And with the end of ethanol subsidies, everything's gone haywire with ethanol as far as blends.
I have a set of the crites headers I purchased a couple years ago with the group buy on the forum here I plan to run on my motor. I am not going to use the World Product heads. I just need to figure out which ones would be best to use. Allen Small
Really, with a 427 build, you'll want the largest flowing heads along with the largest combustion chambers (wich for SBF heads is 64 ccs) Putting lesser heads on it kind of defeats the purpose of the extra inches. The FE 427's smallest valves were 2.09/1.66 in the Low Riser heads (later used on the 428CJ) The Medium & High Risers had 2.19/1.72 heads as did the Tunnel Port heads.
Maybe. Without knowing your piston's specs (dish, valve reliefs), in or out of the hole, head gasket thickness, etc., can't really say. I prefer small chambers and pistons with a dish myself, keeps the combustion heat in the piston.
No. Not with that displacement. a 5 cc larger chamber (69 vs 64) (assuming flat tops here as you didn't specify piston type) makes a half point difference (11.8 vs 11.2) in the comp ratio. The smaller the displacement, the larger the difference it makes. You're better off in this case with the larger chamber volumes to unshroud the valves.
My pistons just have valve reliefs. The pistons were set supposeably to be 10:1 compression using a stock set of 1970 351W heads ported and polished. That is all I know about them at this point.
Those heads had 59-60 cc chambers as cast. What they measured after the port/polish job (were larger valves installed as well ?) is anyone's guess. Might be the same, might be larger. Is the short block assembled ? (to verify the deck clearance?)
The short block is assembled. I have the valves and heads to it but they are not assembled. If I remember correctly the valves where larger than stock valves. Allen Small
My mistake, the heads where 73 heads, the valve where 1.94 intake and 1.60 exhaust, screw in studes, double valve springs and guide plates.
Then I'd figure the the known volumes, then figure what chamber volume you want to get to the comp ratio you're looking for. The cam profile also comes into play here as well to get the motor to where it'll run with the fuel (octane) your planning on feeding it.
