Editing Vortec L31 cylinder head
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The Chevrolet L31 5.7L Vortec cylinder head is the best flowing production head Chevy has made for the Gen I SBC engine to date. Because of this, it has become a very popular swap. | The Chevrolet L31 5.7L Vortec cylinder head is the best flowing production head Chevy has made for the Gen I SBC engine to date. Because of this, it has become a very popular swap. | ||
− | The name "Vortec" can be confusing because GM used that name for their V6 and V8 truck engines as far back as | + | The name "Vortec" can be confusing because GM used that name for their V6 and V8 truck engines as far back as 1988. But the heads that are being referred to here are from trucks and SUVs produced from 1996-2002. |
They are made of cast iron, have 170cc nominal intake runners, and 64cc nominal combustion chamber volume (actual volumes may vary due to production tolerances and/or modifications done previously, so volumes, especially the combustion chamber volume, has to be determined by measuring, or "CC'ing" the chamber). | They are made of cast iron, have 170cc nominal intake runners, and 64cc nominal combustion chamber volume (actual volumes may vary due to production tolerances and/or modifications done previously, so volumes, especially the combustion chamber volume, has to be determined by measuring, or "CC'ing" the chamber). | ||
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* 1996-1999 Chevrolet Tahoe/GMC Yukon full-size short wheelbase SUVs | * 1996-1999 Chevrolet Tahoe/GMC Yukon full-size short wheelbase SUVs | ||
* 1999-2000 Cadillac Escalade | * 1999-2000 Cadillac Escalade | ||
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==Vortec L31 5.7L head ID== | ==Vortec L31 5.7L head ID== | ||
− | The L31 5.7L Vortec casting numbers are ''' | + | The L31 5.7L Vortec casting numbers are '''12559062''' and '''10239906'''. |
{| | {| | ||
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==Technical specs== | ==Technical specs== | ||
− | * | + | *Valvespring Seat: 1.300” O.D., 0.850” I.D. |
− | *Valve Seals: | + | *Valve-guide Seals: Viton rubber positive seals, total 0.450” retainer-to-seal clearance |
− | + | ||
*Combustion Chamber Volume: 64 cc | *Combustion Chamber Volume: 64 cc | ||
*Heat Risers: No | *Heat Risers: No | ||
− | *Valve springs: Single | + | *Valve springs: Single wire with damper 1.235” O.D., 0.875” I.D. 75-pound seat pressure @ 1.700” installed height Coil-bind @ 1.150” |
− | + | ||
*Rocker Arm Type: Self-Aligning | *Rocker Arm Type: Self-Aligning | ||
*Intake Runner Volume: 170 cc | *Intake Runner Volume: 170 cc | ||
*Valve Diameter: I: 1.94”, E: 1.50” | *Valve Diameter: I: 1.94”, E: 1.50” | ||
*Casting Numbers: 10239906 and 12558062 | *Casting Numbers: 10239906 and 12558062 | ||
+ | *Max. Valve Lift: 0.420” which allows 0.030” retainer-to-seal | ||
*Rocker Stud: Press-in, 3/8” diameter | *Rocker Stud: Press-in, 3/8” diameter | ||
*Spark plug: 14 mm, 3/4" reach, tapered seat | *Spark plug: 14 mm, 3/4" reach, tapered seat | ||
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==Flow rate of L31 Vortec heads== | ==Flow rate of L31 Vortec heads== | ||
− | {| style="color:black; cellpadding=" | + | {| style="color:black; cellpadding="5" cellspacing="0" border="1" bgcolor="#FFF8DC" |
− | !bgcolor="# | + | !bgcolor="#CCCCFF"|Lift (in.) !!bgcolor="#CCCCFF"|Intake (CFM) !!bgcolor="#CCCCFF"|Exhaust (CFM) |
|- | |- | ||
− | | align=" | + | | align="right" |0.100 || align="right" |70 || align="right" |49 |
− | + | ||
− | + | ||
|- | |- | ||
− | | align=" | + | | align="right" |0.200 || align="right" |139 || align="right" |105 |
− | + | ||
− | + | ||
|- | |- | ||
− | | align=" | + | | align="right" |0.300 || align="right" |190 || align="right" |137 |
− | | | + | |- |
− | | align=" | + | | align="right" |0.400 || align="right" |227 || align="right" |151 |
+ | |- | ||
+ | | align="right" |0.500 || align="right" |239 || align="right" |160 | ||
+ | |- | ||
+ | | align="right" |0.600 || align="right" |229 || align="right" |162 | ||
|- | |- | ||
|} | |} | ||
+ | |||
;'''Sources:''' | ;'''Sources:''' | ||
:Paul Shufelt, Chevy High Performance (Feb. 2001)<br> | :Paul Shufelt, Chevy High Performance (Feb. 2001)<br> | ||
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<tr class="wbg-blacktext" align="left" valign="top"> | <tr class="wbg-blacktext" align="left" valign="top"> | ||
<td class="wbg-blacktext" colspan="7" align="left" valign="top"><span class="wbg-blacktext-12pxB">'''Note''':</span> Vortec L31 and Stock Iron 882 flow data where obtained from Car Craft Magazine’s Web site in their Technical Articles section. The Fast Burn (new version) flow data is Chevrolet’s data.</td></tr></table><br> | <td class="wbg-blacktext" colspan="7" align="left" valign="top"><span class="wbg-blacktext-12pxB">'''Note''':</span> Vortec L31 and Stock Iron 882 flow data where obtained from Car Craft Magazine’s Web site in their Technical Articles section. The Fast Burn (new version) flow data is Chevrolet’s data.</td></tr></table><br> | ||
+ | {{!}} It's unknown at this time why there's a discrepancy in the exhaust flow of the Vortec heads between the two tables. | ||
− | ==Upgrading and | + | ==Upgrading and Compatibility== |
− | The L31 Vortec head | + | The L31 Vortec head will bolt directly onto Gen 1 small block Chevrolets. They will also obviously work on L31 engines (sometimes referred to as Gen1+). They are not compatible with Gen2 (LT1 or LT4) engines. They are also not compatible with any of the current LS engines. |
There are some inherent costs associated in swapping from 1995-back heads to the L31 Vortec heads. Here is a list of items to be purchased and/or labor associated with the upgrade: | There are some inherent costs associated in swapping from 1995-back heads to the L31 Vortec heads. Here is a list of items to be purchased and/or labor associated with the upgrade: | ||
* L31 heads | * L31 heads | ||
− | * Springs if the cam has a valve lift over about 0. | + | * Springs if the cam has a valve lift over about 0.420" |
− | * | + | * Center bolt style valve covers if the heads used previously were perimeter style |
− | ** Note: [http://www.crankshaftcoalition.com/wiki/Vortec_L31_cylinder_head#Small_port_Vortec_head_p.2Fn_25534351_.28bare.29_and_p.2Fn_25534421_.28assembled.29 GMPP small and large port Vortec heads] and other aftermarket Vortec heads accept either perimeter or center bolt valve covers | + | [[File:Vortec valve-rocker.jpg|thumb|right|300px|Self aligning stamped steel rockers]] |
− | *Self aligning rocker arms | + | ** Note: [http://www.crankshaftcoalition.com/wiki/Vortec_L31_cylinder_head#Small_port_Vortec_head_p.2Fn_25534351_.28bare.29_and_p.2Fn_25534421_.28assembled.29 GMPP small and large port Vortec heads] and other aftermarket Vortec heads accept either perimeter or center bolt valve covers |
− | * Valve cover gaskets | + | *Self aligning rocker arms |
− | * Vortec specific intake manifold. While some aftermarket heads have both 12 and 8 bolt intake bolt patterns, the height of the Vortec ports require a tall, "raised port" type early intake manifold (along with porting/port work to the intake manifold and/or head), to even come close to fitting correctly | + | * Valve cover gaskets |
+ | * Vortec specific intake manifold. While some aftermarket heads have both 12 and 8 bolt intake bolt patterns, the height of the Vortec ports require a tall, "raised port" type early intake manifold (along with porting/port work to the intake manifold and/or head), to even come close to fitting correctly | ||
* Vortec specific intake manifold gasket | * Vortec specific intake manifold gasket | ||
* Vortec specific intake manifold bolts | * Vortec specific intake manifold bolts | ||
− | * Head bolts (required only if the original head bolts are either missing or unusable for some reason | + | * Head bolts (required only if the original head bolts are either missing or unusable for some reason) |
* Head gaskets ([http://www.crankshaftcoalition.com/wiki/Head_gasket#Re-using_head_gaskets generally required] any time heads are re-installed) | * Head gaskets ([http://www.crankshaftcoalition.com/wiki/Head_gasket#Re-using_head_gaskets generally required] any time heads are re-installed) | ||
* Machining valve guide boss or the use of different retainers and springs, or ghetto grinding the stock retainers, etc., to work with a camshaft having somewhere around 0.450" or more valve lift. | * Machining valve guide boss or the use of different retainers and springs, or ghetto grinding the stock retainers, etc., to work with a camshaft having somewhere around 0.450" or more valve lift. | ||
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Unlike previous SBC valves, Vortec valves have just one groove for the keepers instead of two grooves (earlier valves had one groove for the keepers, the second (lower) groove was for the oil control O-ring); Vortec heads use a positive-type valve stem oil seal and do not use the tin oil shield seen for years on SBC heads, nor do Vortec heads use exhaust valve rotators. | Unlike previous SBC valves, Vortec valves have just one groove for the keepers instead of two grooves (earlier valves had one groove for the keepers, the second (lower) groove was for the oil control O-ring); Vortec heads use a positive-type valve stem oil seal and do not use the tin oil shield seen for years on SBC heads, nor do Vortec heads use exhaust valve rotators. | ||
− | Another difference between Vortec valves and the earlier non self aligning head valves is the tip length. Earlier valves are 0.250" on both intake and exhaust valves. Self aligning head intake valves have a 0.260" groove-to-tip length, exhaust valves use a 0.289" groove-to-tip length | + | Another difference between Vortec valves and the earlier non self aligning head valves is the tip length. Earlier valves are 0.250" on both intake and exhaust valves. Self aligning head intake valves have a 0.260" groove-to-tip length, exhaust valves use a 0.289" groove-to-tip length. |
==Valve springs, retainers and locks== | ==Valve springs, retainers and locks== | ||
[[File:Vortec beehive.jpg|thumb|left|300px|Straight wound spring, Left; Beehive spring, right]] | [[File:Vortec beehive.jpg|thumb|left|300px|Straight wound spring, Left; Beehive spring, right]] | ||
<br style="clear:both"/> | <br style="clear:both"/> | ||
− | The stock Vortec valve springs are single wound without a damper and are 1.250" diameter. The damping is done by the spring ID (. | + | The stock Vortec valve springs are single wound without a damper and are 1.250" diameter. The damping is done by the spring ID (.880") being a close fit to the guide boss OD (0.845"); this damps the spring without the added cost of an inner flat wound damper seen on the Gen 1 SBC throughout its production. If you have aftermarket springs designed for the earlier heads, you must remove the inner damper because the damper ID will be too small to fit over the guide boss without it being cut smaller. If the boss is cut smaller, a damper should be used. |
− | The stock springs are not suited for high performance use or for lifts above about 0. | + | The stock springs are not suited for high performance use or for lifts above about 0.420" using stock retainers. There are several replacements for the stock springs, among the best is the beehive spring and retainer combination from Comp Cams, originally designed for the LS engine series. |
*'''[http://www.compcams.com/WhatsNew/NewsDetails.aspx?ListHistoryID=164462240 p/n 26915]'''- 105 pounds at 1.8" installed height; open pressure 293 lbs. at 1.2"; coil bind at 1.100"; spring rate 313 lbs./in.; bottom OD 1.290" | *'''[http://www.compcams.com/WhatsNew/NewsDetails.aspx?ListHistoryID=164462240 p/n 26915]'''- 105 pounds at 1.8" installed height; open pressure 293 lbs. at 1.2"; coil bind at 1.100"; spring rate 313 lbs./in.; bottom OD 1.290" | ||
− | *'''[http://www.compcams.com/WhatsNew/NewsDetails.aspx?ListHistoryID=1166393320 p/n 26918]'''- 125 pounds at 1.8" installed height; open pressure 367 pounds at 1.15"; coil bind 1.100"; spring rate 372 lbs./in.; '''bottom OD 1.310"''' | + | *'''[http://www.compcams.com/WhatsNew/NewsDetails.aspx?ListHistoryID=1166393320 p/n 26918]'''- 125 pounds at 1.8" installed height; open pressure 367 pounds at 1.15"; coil bind 1.100"; spring rate 372 lbs./in.; '''bottom OD 1.310"''' (requires the spring pocket be opened up using Comp Cams tool p/n 4721 so there's no binding) |
− | + | {{Note1}}The p/n26918 springs were updated, check w/Comp Cams to be sure the specs are current. | |
*'''[http://www.compperformancegroupstores.com/store/merchant.mvc?Screen=PROD&Store_Code=CC&Product_Code=26981-16&Category_Code= p/n 26981]'''- 110 pounds at 1.70" installed height; open pressure 292 lbs. at 1.175"; coil bind 1.115"; spring rate 347 lb./in.; bottom OD 1.240" | *'''[http://www.compperformancegroupstores.com/store/merchant.mvc?Screen=PROD&Store_Code=CC&Product_Code=26981-16&Category_Code= p/n 26981]'''- 110 pounds at 1.70" installed height; open pressure 292 lbs. at 1.175"; coil bind 1.115"; spring rate 347 lb./in.; bottom OD 1.240" | ||
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===Other springs=== | ===Other springs=== | ||
− | The following valve springs are single w/either no damper or damper removed. They fit the stock seat | + | The following valve springs are single w/either no damper or damper removed. They fit the stock seat and retainer unless otherwise noted. |
*Comp p/n 981 | *Comp p/n 981 | ||
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**Retainer p/n 23652 | **Retainer p/n 23652 | ||
− | {{Note1}} K Motion K-700 springs have been reported by one member of Hotrodders | + | {{Note1}} K Motion K-700 springs have been reported by one member of Hotrodders,com to be breakage prone. Another member (this writer) has had several sets of 1.25" OD single springs with damper break the dampers on a 0.480" net lift hydraulic cam SBC application. Whether these problems were transient or ongoing remains to be seen. If these springs are being considered, research them first. |
===Locks=== | ===Locks=== | ||
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===Spring seat=== | ===Spring seat=== | ||
− | + | Use reduced hex head bolts or 12 point fasteners to give more clearance if a larger seat like for a 1.44" OD spring is used. Use caution if making the seat larger, there have been a few warnings about cracks developing on heads with enlarged seats. Do not make the spring seat deeper. If more installed height is required, get it from a different retainer, locks, or a longer valve stem. | |
==Valve guide boss== | ==Valve guide boss== | ||
[[File:900 guide boss1.jpg|thumb|450px|left|Stock Vortec boss is 0.845"OD]] | [[File:900 guide boss1.jpg|thumb|450px|left|Stock Vortec boss is 0.845"OD]] | ||
− | For performance use, often the guide boss will be shortened to allow more lift without retainer to seal clearance problems. Along with that, the guide boss OD can be machined down from 0. | + | For performance use, often the guide boss will be shortened to allow more lift without retainer to seal clearance problems. Along with that, the guide boss OD can be machined down from 0.845" to a smaller common diameter, like 0.785" of the original Gen1 SBC heads, so aftermarket springs (double or with dampers) can be used. At the same time the top of the boss where the seal is located can be machined from 0.555" (stock) to a smaller diameter like 0.530" to use commonly available seals. |
<br style="clear:both"/> | <br style="clear:both"/> | ||
[[File:VORTEC GUIDE BOSS MODIFIED.jpg|thumb|250px|Before (right) and after]] | [[File:VORTEC GUIDE BOSS MODIFIED.jpg|thumb|250px|Before (right) and after]] | ||
− | In order to fit one of the commonly available smaller diameter positive type valve stem oil seals, the tops of the guide boss needs to be turned down. To fit springs with a smaller ID like | + | In order to fit one of the commonly available smaller diameter positive type valve stem oil seals, the tops of the guide boss needs to be turned down. To fit springs with a smaller ID like doubles or those with a damper, the guide boss needs to be modified by shortening and decreasing the OD of the boss. |
<br style="clear:both"/> | <br style="clear:both"/> | ||
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;From an article by editor Jeff Smith: | ;From an article by editor Jeff Smith: | ||
− | <blockquote>The Comp Cams cutter increases the spring-seat diameter while simultaneously reducing the outside diameter (OD) of the guide boss. The Crane tool also cuts the valve-guide-seal diameter at the same time. Comp sells a separate tool that cuts a new guide seal and reduces the guide height to create additional retainer-to-seal clearance. Both cutters machine the top of the guide down to a 0.530-inch diameter, which is the standard size for positive-type aftermarket seals. This requires purchasing new valve-guide seals, since the factory uses a 0. | + | <blockquote>The Comp Cams cutter increases the spring-seat diameter while simultaneously reducing the outside diameter (OD) of the guide boss. The Crane tool also cuts the valve-guide-seal diameter at the same time. Comp sells a separate tool that cuts a new guide seal and reduces the guide height to create additional retainer-to-seal clearance. Both cutters machine the top of the guide down to a 0.530-inch diameter, which is the standard size for positive-type aftermarket seals. This requires purchasing new valve-guide seals, since the factory uses a 0.560-inch guide to locate the seals. Another way to go is to have a machine shop cut the guide boss diameter to around 0.760 inch and reduce the seal height and use either the Crane H-11 tool steel spring (PN 99846) or the Comp spring (PN 981). |
</blockquote> | </blockquote> | ||
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==Pushrod guide holes== | ==Pushrod guide holes== | ||
− | [[File:Vortec head p-rod hole enlargement.jpg|thumb|Vortec head enlarging pushrod hole]]Vortec heads have a 7/16" round pushrod hole in the head; earlier non self aligning rocker arm equipped heads have a 7/16" x 11/32" | + | [[File:Vortec head p-rod hole enlargement.jpg|thumb|Vortec head enlarging pushrod hole]]Vortec heads have a 7/16" round pushrod hole in the head; earlier non self aligning rocker arm equipped heads have a 7/16" x 11/32" ovoid hole in them. |
===So what this means is three things:=== | ===So what this means is three things:=== | ||
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====Large port Vortec flow chart==== | ====Large port Vortec flow chart==== | ||
− | <table border=" | + | <table table border="2" cellpadding="2" cellspacing="0"><tr valign="top" tr bgcolor="#FFF8DC"><td colspan="2"><center>INTAKE</center></td><td colspan="2"><center>EXHAUST</center></td></tr><tr valign="top" tr bgcolor="#FFF8DC"><td>Lift (in.)</td><td> CFM </td><td>Lift (in.)</td><td> CFM </td></tr><tr valign="top"><td>0.200</td><td>128.6</td><td>0.200</td><td>100.8</td></tr><tr valign="top"><td>0.300</td><td>188.4</td><td>0.300</td><td>138.6</td></tr><tr valign="top"><td>0.400</td><td>234.8</td><td>0.400</td><td>154.4</td></tr><tr valign="top"><td>0.500</td><td>257.2</td><td>0.500</td><td>152.5</td></tr><tr valign="top"><td>0.600</td><td>263.2</td><td>0.600</td><td>163.8</td></tr><tr valign="top"><td>0.700</td><td>269.1</td><td>0.700</td><td>167.0</td></tr></table> |
− | == | + | '''[[Vortec_L31_cylinder_head#Upgrading and Compatibility|Return to above]]''' |
− | + | ||
+ | ==Vortec specific intake manifolds== | ||
+ | The L30 5.0L and L31 5.7L Vortec engines never came with a carb; they all used EFI so did not need a heat crossover port in the heads. GMPP and the aftermarket sell various carburetor and TBI intakes to fit the Vortec heads, though, so using a carb or TBI with Vortec heads is easy and some Vortec intakes have the provision to run coolant through the plenum area to provide intake heat. | ||
+ | |||
+ | Vortec heads use an intake manifold having 8 instead of 12 bolts. Also, Vortec intake ports are taller than earlier SBC heads. That means earlier intakes will not match up to the Vortec ports; there's not enough metal above the port (except on "raised port" aftermarket intakes) to allow the head and intake port to match up. An early intake would need at least 0.325" of material above the intake port opening to have any chance of sealing, and that doesn't take the difference in the port width/location. Because of these differences, a Vortec-specific intake must be used. | ||
+ | |||
+ | ;Chevrolet says<nowiki>:</nowiki> | ||
+ | <blockquote> | ||
+ | Do not try to modify either the heads or the intake manifold to try to make the Vortec heads match up to a standard 12-bolt intake manifold. The ports will not match up. You must use a Vortec style intake manifold with any Vortec style cylinder head. | ||
+ | </blockquote> | ||
+ | |||
+ | Due to issues with aftermarket Vortec intake manifold gaskets deteriorating for no apparent reason, it is suggested to use a Fel-Pro gasket p/n Q1255, or equivalent. | ||
{| | {| | ||
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|} | |} | ||
{| | {| | ||
− | |[[File:Gmpp vortec tbi intake.jpg|thumb|center|420px|TBI intake p/n 12496821 from GMPP | + | |[[File:Gmpp vortec tbi intake.jpg|thumb|center|420px|TBI intake p/n 12496821 from GMPP]] |
|[[File:12366573 - GMPP Vortec dual plane intake manifold.jpg|thumb|center|270px|Dual plane GMPP intake p/n 12366573]] | |[[File:12366573 - GMPP Vortec dual plane intake manifold.jpg|thumb|center|270px|Dual plane GMPP intake p/n 12366573]] | ||
|[[File:Gmpp 12496822 open plenum.jpg|thumb|center|420px|GMPP p/n 12496822 open plenum intake]] | |[[File:Gmpp 12496822 open plenum.jpg|thumb|center|420px|GMPP p/n 12496822 open plenum intake]] | ||
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The shape of a Vortec combustion chamber requires a domed piston designed for it if domed pistons are needed. If a small chamber SBC domed piston is used with a Vortec head, the piston could hit if it isn't clearanced. | The shape of a Vortec combustion chamber requires a domed piston designed for it if domed pistons are needed. If a small chamber SBC domed piston is used with a Vortec head, the piston could hit if it isn't clearanced. | ||
− | Off the shelf domed pistons are available | + | Off the shelf domed pistons are available form Keith Black and others that will work with Vortec combustion chambers without needing any extra work. |
[[File:Vortec dome piston long rod.jpg|350px|left|thumb|KB domed piston for the Vortec head. This example uses a long rod]] <br style="clear:both"/> | [[File:Vortec dome piston long rod.jpg|350px|left|thumb|KB domed piston for the Vortec head. This example uses a long rod]] <br style="clear:both"/> | ||
− | While using a domed piston in a SBC engine is generally avoided, there may be certain circumstances that require their use. One such example is the large port Bow Tie Vortec head; it can only be milled to about 51 cc. This will give about 12:1 CR using flat top pistons. So if a higher CR is required | + | While using a domed piston in a SBC engine is generally avoided, there may be certain circumstances that require their use. One such example is the large port Bow Tie Vortec head; it can only be milled to about 51 cc. This will give about 12:1 CR using flat top pistons. So if a higher CR is required, domed pistons must be used unless the chambers are welded and machined smaller. An engine built with ''unported'' large port Bow Tie heads (FASCAR (Florida Association of Stock Car Racing rules) made over [http://www.chevyhiperformance.com/techarticles/148_0506_gm_bow_tie_vortec_small_block_engine/viewall.html 630 HP/500 ft/lb torque] with 12:1 CR. |
− | + | See the discussion page for more. | |
==Recommended spark plugs== | ==Recommended spark plugs== | ||
The exact heat range depends on several factors. This is a guide that will get you in the ballpark. Carefully assess the heat range before settling on a plug for your particular combination. | The exact heat range depends on several factors. This is a guide that will get you in the ballpark. Carefully assess the heat range before settling on a plug for your particular combination. | ||
− | * AC Delco | + | * AC Delco Rapid Fire Spark Plugs R44LTS |
− | * AC Delco | + | * AC Delco Rapid Fire Spark Plugs MR43LTS |
* AC Delco Rapidfire No 3 Spark Plug | * AC Delco Rapidfire No 3 Spark Plug | ||
− | * | + | * ACCEL P526S U-Groove “SHORTY” Double Platinum (approximately 3/16″ shorter than AC R44LTS) |
− | * | + | * ACCEL 516 |
* Autolite 26 | * Autolite 26 | ||
* Autolite 104 | * Autolite 104 | ||
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* Bosch HR10BX | * Bosch HR10BX | ||
* Bosch HR9DC | * Bosch HR9DC | ||
− | |||
− | |||
==Vortec water bypass== | ==Vortec water bypass== | ||
8[http://www.hotrodders.com/forum/thermostat-bypass-vortec-conversion-161468.html#post1581704 Thermostat bypass] Hotrodders forum thread | 8[http://www.hotrodders.com/forum/thermostat-bypass-vortec-conversion-161468.html#post1581704 Thermostat bypass] Hotrodders forum thread | ||
− | |||
− | |||
==Optional GMPP Vortec parts== | ==Optional GMPP Vortec parts== | ||
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<table align="center" border="1" cellpadding="1" cellspacing="0" width="660"> | <table align="center" border="1" cellpadding="1" cellspacing="0" width="660"> | ||
− | <tr class=" | + | <tr class="ltyellowbg-blacktext-12pxB" tr bgcolor="#FFF8DC" align="center" valign="top"> |
− | <td class=" | + | <td class="ltyellowbg-blacktext-12pxB" tr bgcolor="#FFF8DC" colspan="2" tr bgcolor="#FFF8DC" align="center" valign="top">'''Intake Manifolds For Vortec Heads'''</td> |
− | + | ||
− | + | ||
</tr> | </tr> | ||
− | <tr class=" | + | <tr class="ltbluebg-blacktextbold-12px" tr bgcolor="#FFF8DC" align="center" valign="top"> |
− | <td class=" | + | <td class="ltbluebg-blacktextbold-12px" align="center" valign="top">P/N</td> |
+ | |||
+ | <td class="ltbluebg-blacktextbold-12px" align="center" valign="top">Option</td> | ||
</tr> | </tr> | ||
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<td class="wbg-blacktext" align="center" valign="top">12496820</td> | <td class="wbg-blacktext" align="center" valign="top">12496820</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top"> | + | <td class="wbg-blacktext" align="center" valign="top">GM EGR Style, For Dual Pattern Style Carb’s</td> |
</tr> | </tr> | ||
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<td class="wbg-blacktext" align="center" valign="top">12366573</td> | <td class="wbg-blacktext" align="center" valign="top">12366573</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top">GM RPM Style, | + | <td class="wbg-blacktext" align="center" valign="top">GM RPM Style, Square Pattern Carb.</td> |
</tr> | </tr> | ||
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<td class="wbg-blacktext" align="center" valign="top">12496821</td> | <td class="wbg-blacktext" align="center" valign="top">12496821</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top">GM TBI | + | <td class="wbg-blacktext" align="center" valign="top">GM TBI With EGR |
</td> | </td> | ||
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<td class="wbg-blacktext" align="center" valign="top">Edelbrock Performer RPM Pro-Flo EFI <b></b>.</td> | <td class="wbg-blacktext" align="center" valign="top">Edelbrock Performer RPM Pro-Flo EFI <b></b>.</td> | ||
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<tr class="ltyellowbg-blacktext-12pxB" align="center" valign="top"> | <tr class="ltyellowbg-blacktext-12pxB" align="center" valign="top"> | ||
− | <td class="ltyellowbg-blacktext-12pxB" tr bgcolor="#FFF8DC" colspan="2" align="center" valign="top">'''Rocker Arms | + | <td class="ltyellowbg-blacktext-12pxB" tr bgcolor="#FFF8DC" colspan="2" align="center" valign="top">'''Rocker Arms For Vortec Heads'''</td> |
</tr> | </tr> | ||
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<td class="wbg-blacktext" align="center" valign="top">12495490</td> | <td class="wbg-blacktext" align="center" valign="top">12495490</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top">GM Rocker Arms, 1.5 Ratio, Stamped Steel, Self-Aligning</td> | + | <td class="wbg-blacktext" align="center" valign="top">GM Rocker Arms, 1.5 Ratio, Stamped Steel, Self-Aligning Style</td> |
</tr> | </tr> | ||
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<div class="wbg-blacktext-12pxB" align="center">There are hundreds of cams suitable for use with the Vortec head.</div> | <div class="wbg-blacktext-12pxB" align="center">There are hundreds of cams suitable for use with the Vortec head.</div> | ||
− | <span class="wbg-blacktext-12pxB">Example:</span> 12-235-2 Comp Cam Extreme 4 X 4, flat tappet cam, lift I .447”, E .462”, duration @ .050” 210 | + | <span class="wbg-blacktext-12pxB">Example:</span> 12-235-2 Comp Cam Extreme 4 X 4, flat tappet cam, lift I .447”, E .462”, duration @ .050” 210 I, 218 E. |
− | Strong low end and mid range torque. Excellent cam for | + | Strong low end and mid range torque. Excellent cam for R.V., and pickups when changing to the Vortec heads.<br> |
− | <span class="wbg-blacktext-12pxB">Note:</span> Valve spring change is required | + | <span class="wbg-blacktext-12pxB">Note:</span> Valve spring change is required with this cam.</td> |
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</tr> | </tr> | ||
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<tr class="ltyellowbg-blacktext-12pxB" align="center" valign="top"> | <tr class="ltyellowbg-blacktext-12pxB" align="center" valign="top"> | ||
− | <td class="ltyellowbg-blacktext-12pxB" tr bgcolor="#FFF8DC" colspan="2" align="center" valign="top">'''Valve | + | <td class="ltyellowbg-blacktext-12pxB" tr bgcolor="#FFF8DC" colspan="2" align="center" valign="top">'''Valve Covers For Vortec Heads'''</td> |
</tr> | </tr> | ||
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<tr class="wbg-blacktext" align="center" valign="top"> | <tr class="wbg-blacktext" align="center" valign="top"> | ||
− | <td class="wbg-blacktext" align="center" valign="top"> | + | <td class="wbg-blacktext" align="center" valign="top">12355350</td> |
− | <td class="wbg-blacktext" align="center" valign="top"> | + | <td class="wbg-blacktext" align="center" valign="top">GM Chrome With Red Bow Tie In Center</td> |
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</tr> | </tr> | ||
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<tr class="wbg-blacktext" align="center" valign="top"> | <tr class="wbg-blacktext" align="center" valign="top"> | ||
− | <td class="wbg-blacktext" align="center" valign="top"> | + | <td class="wbg-blacktext" align="center" valign="top">SCTZVC</td> |
− | <td class="wbg-blacktext" align="center" valign="top"> | + | <td class="wbg-blacktext" align="center" valign="top">New “Take Off” ZZ-4 Black Valve Covers (When Available)</td> |
</tr> | </tr> | ||
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<td class="wbg-blacktext" align="center" valign="top">24502540</td> | <td class="wbg-blacktext" align="center" valign="top">24502540</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top">Valve Cover Adapter, | + | <td class="wbg-blacktext" align="center" valign="top">Valve Cover Adapter, Converts Center Bolt To Outside Bolt</td> |
</tr> | </tr> | ||
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<td class="wbg-blacktext" align="center" valign="top">10046089</td> | <td class="wbg-blacktext" align="center" valign="top">10046089</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top">Center Bolt Valve Cover Gaskets </td> | + | <td class="wbg-blacktext" align="center" valign="top">Center Bolt Valve Cover Gaskets (price is for one gasket)</td> |
</tr> | </tr> | ||
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<td class="wbg-blacktext" align="center" valign="top"> | <td class="wbg-blacktext" align="center" valign="top"> | ||
− | Holley | + | Holley Custom, Cast Aluminum, Ball-Milled Top, Valve Covers. The rigid 1-piece aluminum castings combine strength and light weight in a design that provides a tight gasket seal while also acting to reduce valve train noise. |
</td> | </td> | ||
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<td class="wbg-blacktext" align="center" valign="top"> | <td class="wbg-blacktext" align="center" valign="top"> | ||
− | Holley | + | Holley Custom, Cast Aluminum, Polished Flat Top, Valve Covers. The rigid 1-pc aluminum castings combine strength and |
+ | |||
+ | light weight in a design that provides a tight gasket seal while also acting to reduce valve train noise. | ||
</td> | </td> | ||
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<td class="wbg-blacktext" align="center" valign="top"> | <td class="wbg-blacktext" align="center" valign="top"> | ||
− | + | MR Gasket, 1987-up SBC, center hold down, baffled. Included: 2 covers, 1 oil fill cap, 2 PCV/breather grommets.) | |
</td> | </td> | ||
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+ | </tr> | ||
+ | |||
+ | <tr class="ltyellowbg-blacktext-12pxB" align="center" valign="top"> | ||
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+ | <td class="ltyellowbg-blacktext-12pxB" tr bgcolor="#FFF8DC" colspan="2" align="center" valign="top">'''Valve Springs For Vortec Heads'''</td> | ||
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+ | </tr> | ||
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+ | <tr class="wbg-blacktext" align="center" valign="top"> | ||
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+ | <td class="wbg-blacktext" align="center" valign="top">10309-1</td> | ||
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+ | <td class="wbg-blacktext" align="center" valign="top">Crane Cams valve spring and retainer kit. (drop-in springs with no machine work needed)</td> | ||
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+ | </tr> | ||
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+ | <tr class="wbg-blacktext" align="center" valign="top"> | ||
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+ | <td class="wbg-blacktext" colspan="2" align="center" valign="top">Labor to set installed height and assemble springs and retainers. $40.00</td> | ||
</tr> | </tr> | ||
Line 815: | Line 744: | ||
<td class="wbg-blacktext" align="center" valign="top">10105117</td> | <td class="wbg-blacktext" align="center" valign="top">10105117</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top">GM Composition Head Gasket, | + | <td class="wbg-blacktext" align="center" valign="top">GM Composition Head Gasket, .028” thick compressed. (price is for one gasket)</td> |
</tr> | </tr> | ||
Line 823: | Line 752: | ||
<td class="wbg-blacktext" align="center" valign="top">12557236</td> | <td class="wbg-blacktext" align="center" valign="top">12557236</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top">GM Composition Head Gasket, | + | <td class="wbg-blacktext" align="center" valign="top">GM Composition Head Gasket, .051” thick compressed. (price is for one gasket)</td> |
</tr> | </tr> | ||
Line 831: | Line 760: | ||
<td class="wbg-blacktext" align="center" valign="top">1094</td> | <td class="wbg-blacktext" align="center" valign="top">1094</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top">Fel-Pro Head Gasket, | + | <td class="wbg-blacktext" align="center" valign="top">Fel-Pro Head Gasket, .015” thick compressed. (price is for one gasket)</td> |
</tr> | </tr> | ||
− | < | + | <tr class="ltyellowbg-blacktext-12pxB" align="center" valign="top"> |
− | < | + | <td class="ltyellowbg-blacktext-12pxB" tr bgcolor="#FFF8DC" colspan="2" align="center" valign="top">'''Intake Gaskets For Vortec Heads'''</td> |
− | <td class=" | + | </tr> |
+ | |||
+ | <tr class="wbg-blacktext" align="center" valign="top"> | ||
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+ | <td class="wbg-blacktext" align="center" valign="top">89017465</td> | ||
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+ | <td class="wbg-blacktext" align="center" valign="top">GM Intake Gasket. [Old P/N 12529094]</td> | ||
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+ | </tr> | ||
+ | |||
+ | <tr class="wbg-blacktext" align="center" valign="top"> | ||
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+ | <td class="wbg-blacktext" align="center" valign="top">1255</td> | ||
− | <td class=" | + | <td class="wbg-blacktext" align="center" valign="top">Fel-Pro Intake Gasket.</td> |
</tr> | </tr> | ||
Line 871: | Line 812: | ||
<td class="wbg-blacktext" align="center" valign="top">25164641</td> | <td class="wbg-blacktext" align="center" valign="top">25164641</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top">#3, | + | <td class="wbg-blacktext" align="center" valign="top">#3, rapid fire style, set of 8</td> |
</tr> | </tr> | ||
Line 879: | Line 820: | ||
<td class="wbg-blacktext" align="center" valign="top">P526S</td> | <td class="wbg-blacktext" align="center" valign="top">P526S</td> | ||
− | <td class="wbg-blacktext" align="center" valign="top">Accel U-Groove | + | <td class="wbg-blacktext" align="center" valign="top">Accel U-Groove “SHORTY” Double Platinum Header Plugs approximately 3/16" shorter then R44LTS plugs, set of 8 </td> |
</tr> | </tr> | ||
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==Links== | ==Links== | ||
− | *[http://www.nastyz28.com/forum/showthread.php?t=56505 Vortec Cylinder Heads: The Definitive Guide] | + | * Nasty Z28.com forum thread, [http://www.nastyz28.com/forum/showthread.php?t=56505 Vortec Cylinder Heads: The Definitive Guide] |
* [http://www.chevyhiperformance.com/howto/97458/index.html Iron Vortec Head All the Details You Need to Know] from the February, 2009 issue of ''Chevy High Performance''. | * [http://www.chevyhiperformance.com/howto/97458/index.html Iron Vortec Head All the Details You Need to Know] from the February, 2009 issue of ''Chevy High Performance''. | ||
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==Resources== | ==Resources== | ||
* [[Valve train points to check]] | * [[Valve train points to check]] | ||
− | * [[Quench]] | + | *[[Quench]] |
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[[Category:Engine]] | [[Category:Engine]] | ||
[[Category:GM]] | [[Category:GM]] | ||
[[Category:Cylinder head]] | [[Category:Cylinder head]] | ||
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