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#5426 |
Post Whore
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Location: Sacramento, CA
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Re: Restoring Rusty
and after all that we would have to cut it all up and start over with Plan B, because the header collectors don't run parallel to the floor but are angled down ever so slightly, darn it
so the other side looks more like this after it's all buggered up, hard to tell there's an angle but trust me on this one Last edited by Gregski; 05-09-2018 at 07:56 PM. |
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#5427 | |
Senior Member
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Location: North Texas
Posts: 3,489
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Re: Restoring Rusty
Quote:
The keys to gasket selection are not to block the head port and to make sure you have at least 1/4" of seal around the header flange and the head's gasket surface. Otherwise you get blow-outs which give headers a bad rap. Exhaust flow is at max volume at the top of the port, so that's the most critical place not to block. Enough said. I'll stop hijacking your thread. ![]()
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Mike 1969 C10 LWB -- owned for 35 years. 350/TH350, 3.08 posi, 1st Gen Vintage Air, AAW wiring harness, 5-lug conversion, 1985 spindles and brakes. 1982 C10 SWB -- sold 1981 C10 Silverado LWB -- sold, but wish I still had it! 1969 C10 (not the current one) that I bought in the early 1980s. Paid $1200; sold for $1500 a few years later. Just a hint at the appreciation that was coming. Retired as a factory automation products salesman. Worked part-time over the years for an engine builder and a classic car repair shop. Member here for 24 years! This is the very first car/truck Internet forum I joined. I still used a dial-up modem back then! Last edited by MikeB; 05-08-2018 at 09:05 PM. |
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#5428 |
Post Whore
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Location: Sacramento, CA
Posts: 10,832
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Re: Restoring Rusty
OK, so...
How does it run? - honestly about the same, not any worse, and not significantly that much better, maybe these E-Street heads are not that much better than the Vortecs I had on there. Also I get the same excellent vacuum at idle of 19" even with the single plane intake manifold. If anything the driveability may be a bit more crisp. I can get it to 4000 RPM in second gear, but I haven't gotten it to 4000 in third gear (it's direct drive in my transmission) cause I ran out of road, ha ha Did it fix the coolant leak? - too soon to tell, need at least a week of driving Did it fix the exhaust leak? - no, and this frustrates me to no end, so I will try a round port gasket next I think, I also reached out to Reflex Tech Support, we'll see what they say |
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#5429 | |
Senior Member
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Location: North Texas
Posts: 3,489
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Re: Restoring Rusty
Quote:
BTW, I was wrong about your heads being 200cc. Looks like the only E-Street head is 185cc with either 64cc or 70cc chambers. Good bang for the buck. Have you determined your static compression ratio? That cam would probably like 9.5-10:1 with aluminum heads.
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Mike 1969 C10 LWB -- owned for 35 years. 350/TH350, 3.08 posi, 1st Gen Vintage Air, AAW wiring harness, 5-lug conversion, 1985 spindles and brakes. 1982 C10 SWB -- sold 1981 C10 Silverado LWB -- sold, but wish I still had it! 1969 C10 (not the current one) that I bought in the early 1980s. Paid $1200; sold for $1500 a few years later. Just a hint at the appreciation that was coming. Retired as a factory automation products salesman. Worked part-time over the years for an engine builder and a classic car repair shop. Member here for 24 years! This is the very first car/truck Internet forum I joined. I still used a dial-up modem back then! |
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#5430 |
Post Whore
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Location: Sacramento, CA
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Re: Restoring Rusty
Happy Mother's Day... weekend everyone!
So the "exhaust" leak has been bothering me so I snuck out early on Saturday morning and replaced the square port gaskets with these round port ones on the passenger side, and today (Sunday) I snuck out early 8:00 am before all the festivities started and did the driver side. |
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#5431 |
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Re: Restoring Rusty
here I am comparing the new round port exhaust gaskets (top) with the oval ones (bottom) that came with the Flowtech headers.
I think the oval ones would have been way too tall to cover the E-Street heads flat bottom D shaped ports, but these round ones may just work. the sharpie outlines the difference, note the top gasket is wavy and not flat so it seems like its off the pen mark, just letting you know |
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#5432 | |
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Re: Restoring Rusty
Quote:
also they don't recommend reving them above 5,500 RPM which I don't expect to be an issue on this ol' mouse! IMPORTANT NOTE: "E-Street Cylinder Heads are equipped with 1.460” diameter valve springs that have been tested to 5,500 rpm with an Edelbrock Performer camshaft. DO NOT EXCEED 5,500 RPM WITH THESE SPRINGS. Higher operating speeds may induce valve float which can cause severe engine damage. Performer RPM heads are recommended for higher engine speeds. Check the spring specs for your camshaft before installing these heads." |
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#5433 | |
Senior Member
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Location: North Texas
Posts: 3,489
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Re: Restoring Rusty
Quote:
Those round port gaskets look great. I sometimes file them open a little to make sure no part of the port is covered. ***Edit: I just posted a question at Summit asking for spring installed height, seat pressure, and rate. A 1.46" spring installed at a height that allows .550" lift would typically be stiff enough to handle 6000 RPM or more, as well as many mild roller cams. The only thing that makes sense is Edelbrock chose a soft, long travel spring for this head.
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Mike 1969 C10 LWB -- owned for 35 years. 350/TH350, 3.08 posi, 1st Gen Vintage Air, AAW wiring harness, 5-lug conversion, 1985 spindles and brakes. 1982 C10 SWB -- sold 1981 C10 Silverado LWB -- sold, but wish I still had it! 1969 C10 (not the current one) that I bought in the early 1980s. Paid $1200; sold for $1500 a few years later. Just a hint at the appreciation that was coming. Retired as a factory automation products salesman. Worked part-time over the years for an engine builder and a classic car repair shop. Member here for 24 years! This is the very first car/truck Internet forum I joined. I still used a dial-up modem back then! Last edited by MikeB; 05-15-2018 at 11:47 AM. |
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#5434 |
Post Whore
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Location: Sacramento, CA
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Re: Restoring Rusty
well top of the monin' to ya folks, I am happy to report that after almost 2 weeks and over 350 miles of driving with the new Edelbrock Top End (cylinder heads and intake manifold for those of you un initiated, lol) we have no more coolant loss and no more milk shake in the valve covers or on the oil cap
Happy Days!!! I am so happy, it has been a long, frustrating, and expensive and well deserved fix. If I do say so myself. Thank you all for following, reading, and a commenting (I'm looking at you MikeB), thank you so much for you help! |
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#5435 |
Registered User
Join Date: Aug 2014
Location: Decatur, Texas
Posts: 673
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Re: Restoring Rusty
Well that's good news Gregski! Are you liking the way she runs?
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Romans 10:9 - The Truth |
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#5436 | |
Post Whore
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Re: Restoring Rusty
Quote:
Full Disclosure: being a perfectionist I am a bit bothered by the valve chatter that starts above 1,500 RPM but it's same as before except before it was masked by an exhaust leak, hee hee, now I can hear it better, I am going to try +.100 longer pushrods after I measure their length, cause that's what Edelbrock recommends for these heads. And if that don't work I am throwing in some full blown Comp Cams roller rockers to see if we can quiet her down. Last edited by Gregski; 05-19-2018 at 04:40 PM. |
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#5437 |
Senior Member
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Location: North Texas
Posts: 3,489
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Re: Restoring Rusty
Don't just assume she needs longer pushrods. I'd suggest checking for optimal rocker arm-to-valve stem tip geometry. For info, google "Comp Cams valvetrain geometry."
It's kinda hard to check geometry with hydraulic lifters, but you can use a lightweight test spring to make a very light "witness" mark w/o compressing the lifter. Geometry is less critical with stamped rockers that slide across the valve stem tip than with roller tipped rockers, but still, you don't want to chance wearing down the side of a valve stem tip. As I recall you have stamped rockers. If that's the case be sure the rocker arms are not hitting the retainers, and that you are not using guide plates with self-aligning rockers. Also, here are some race engine builder comments on what Edelbrock says about the E-Street heads not being suitable for roller cams: https://speedtalk.com/forum/viewtopic.php?f=1&t=53337 Many of the guys at SpeedTalk.com are engine builders, head porters, and cam grinders. They are WAY over my head most of the time.
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Mike 1969 C10 LWB -- owned for 35 years. 350/TH350, 3.08 posi, 1st Gen Vintage Air, AAW wiring harness, 5-lug conversion, 1985 spindles and brakes. 1982 C10 SWB -- sold 1981 C10 Silverado LWB -- sold, but wish I still had it! 1969 C10 (not the current one) that I bought in the early 1980s. Paid $1200; sold for $1500 a few years later. Just a hint at the appreciation that was coming. Retired as a factory automation products salesman. Worked part-time over the years for an engine builder and a classic car repair shop. Member here for 24 years! This is the very first car/truck Internet forum I joined. I still used a dial-up modem back then! |
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#5438 |
Registered User
Join Date: Oct 2015
Location: PNW
Posts: 3,587
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Re: Restoring Rusty
Gregski, do you feel like you've noticed any benefit with regards to the lighter weight of the aluminum over the cast iron other than lifting them over the fender? You said the performance feels about the same and, so maybe it's not enough weight change to feel a difference. The owner of the local high performance shop that does some of my work has cautioned me that aluminum heads actually pull energy out of the combustion event in the form of heat. He says that installing aluminum heads without increasing the compression ratio about a point will actually net a drop in performance. If that theory holds, then maybe you have increased flow etcetera, but then were balanced out by that factor.
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#5439 | |
Senior Member
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Location: North Texas
Posts: 3,489
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Re: Restoring Rusty
Quote:
I have to think the single plane manifold isn't delivering in the RPM range where the engine spends most of its time. But, hey, it sounds like a nice dual plane may be in Rusty's future. ![]() If Greg is into black, he might want to jump on this deal: https://www.ebay.com/itm/Weiand-8120...MAAOSwzRFaVUXh I have bought several "scratch and dent" parts (actually new and unused) from Holley's eBay store over the years, and the guys who run the store are very good to deal with. Or wait until a standard-finish 8120 manifold is up for sale. I got one 3 years ago for (are you ready?) $79 including shipping!
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Mike 1969 C10 LWB -- owned for 35 years. 350/TH350, 3.08 posi, 1st Gen Vintage Air, AAW wiring harness, 5-lug conversion, 1985 spindles and brakes. 1982 C10 SWB -- sold 1981 C10 Silverado LWB -- sold, but wish I still had it! 1969 C10 (not the current one) that I bought in the early 1980s. Paid $1200; sold for $1500 a few years later. Just a hint at the appreciation that was coming. Retired as a factory automation products salesman. Worked part-time over the years for an engine builder and a classic car repair shop. Member here for 24 years! This is the very first car/truck Internet forum I joined. I still used a dial-up modem back then! |
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#5440 | |
Post Whore
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Location: Sacramento, CA
Posts: 10,832
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Re: Restoring Rusty
Quote:
I think I may have actually decreased compression by following Edelbrocks instructions and mounting a .041 compression head gasket rather than the .028 the General had me install for the Vortec heads. But again very small potatoes. I recon Edels reasoning is if you buy these new heads most likely you had a block rebuilt and they decked it a few mil so the gasket is to compensate for piston height / quench area etc. I'm no expert just regurgetating what I read on the InterWebs. I have not tunned the bejezus out of this new engine top end configuration yet on the account of the valve train noise, I think once I have proper rocker/pushrod geometry I will feel more comfortable pushing the engine a bit more. Stay tuned a Dyno Test is on the horizon. |
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#5441 | |
Post Whore
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Location: Sacramento, CA
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Re: Restoring Rusty
Quote:
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#5442 | |
Senior Member
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Location: North Texas
Posts: 3,489
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Re: Restoring Rusty
Quote:
I like the the Weiand 812x series because they have more modern ports than comparable Edelbrock Performer and EPS. But the Edelbrocks do have nicer, or at least more consistent, castings for sure. Hard to beat that 7101 Performer RPM in a 350-406. It's possibly the best aftermarket small block manifold ever made. As for head gaskets, yes, a .028" composition gasket would raise compression a little (approx 0.3) and lower the quench height. But I don't know if any gains would be worth the cost and effort.
__________________
Mike 1969 C10 LWB -- owned for 35 years. 350/TH350, 3.08 posi, 1st Gen Vintage Air, AAW wiring harness, 5-lug conversion, 1985 spindles and brakes. 1982 C10 SWB -- sold 1981 C10 Silverado LWB -- sold, but wish I still had it! 1969 C10 (not the current one) that I bought in the early 1980s. Paid $1200; sold for $1500 a few years later. Just a hint at the appreciation that was coming. Retired as a factory automation products salesman. Worked part-time over the years for an engine builder and a classic car repair shop. Member here for 24 years! This is the very first car/truck Internet forum I joined. I still used a dial-up modem back then! |
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#5443 |
Post Whore
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Re: Restoring Rusty
Parts...
So bought two different style push rod geometry measurement tools, and .100" longer pushrods (per Edelbrock's recommendation) these are cheap Summit brand but they got decent reviews and I just want to see if the noise will subside with longer rods one is still being shipped so not shown below |
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#5444 |
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Re: Restoring Rusty
Parts cont...
as well as a two pack of Edelbrock screw in replacement rocker studs (one of mine came stripped but I made it work) and some Summit brand tall valve covers in case I end up going to full roller rockers... |
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#5445 |
Post Whore
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Re: Restoring Rusty
so the adjustable push rod checker came in finally
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#5446 |
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Re: Restoring Rusty
it's Friday and I am off today, so with these two different style pushrod length, and valve train geometry checkers as well as infinite YouTube wisdom I am armed with all I need to get rid of that rocker chatter / noise
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#5447 |
Registered User
Join Date: Sep 2012
Location: Midway, NC
Posts: 3,275
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Re: Restoring Rusty
Good luck. You got this.
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http://67-72chevytrucks.com/vboard/s...d.php?t=581873 The low buck build threads. Check'em out! http://67-72chevytrucks.com/vboard/s...d.php?t=666022 My build thread Crossmembers CC |
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#5448 |
Post Whore
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Re: Restoring Rusty
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#5449 |
Post Whore
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Re: Restoring Rusty
OK, let me start off by saying there are Two Schools of Thought when it comes to proper pushrod length and valve geomety.
1. One says the rocker should leave a mark in the center of the valve stem.
2. The other says no no no, that's not how you do it, because the rocker pivots on a fixed point therefore travels at an arch. |
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#5450 |
Post Whore
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Location: Sacramento, CA
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Re: Restoring Rusty
so to prepare for this surgery you take off the spark plug cables off the plugs and remove the spark plugs, this will allow you to rotate the engine much easier, not having to fight the compression, you also remove the valve covers and loosen up at least two rocker arm stud nuts (one intake one exhaust) so you can mark the tip of the valve stem
one way to find that mark is to use an Easy erase marker (instead of a Sharpy) |
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