180cc or 200cc intake runners?

[RITTER]

Yeah, I'm just going to stay with my current setup then, I don't really like changing converters lol
Sweet. Were you running stock bottom end? I'm running a performer rpm intake (1500-6500) . Did you ever dyno to get any hp/tq specs? Or any quarter times?

I had my car driveable for about a month and now I have the interior torn out of it :lol: Its like just hearing it run was satisfying enough for me. I probably put 20 miles on it so for 😳 It just kind of sucks because I still have the peg leg 2.41 rear end. I need $2500 for the bolt it 12bolt from Spraker Racing

I haven't had it on a dyno or at the track. The NASCAR Technical Institute here in Mooresville has dyno days. So once the car is back together and no more leaks, I will make buddy buddy with somebody that goes to school there and get them to enter my car in their dyno time.

 

[GhettoRacingKid]

whats the compression on the motor?

i was running a 9.3 4 bolt main stock bottom end. .480 lift cam, aluminum trickflow heads 185cc runners (compression didnt change with the new heads) air gap intake and 650 double pumper and a B&M 2400-2600 stall and 3.42 gears.

It was running like high 12s low 13s. it had some balls to it. good street car.

When i researched the combo i found it to be in the 350 - 375 hp range.

 

[drogg1]

Did I miss where you said what size engine this is going on. Obviously a 350-406 small block but it sort of matters. I would go with the 180s on a 350 up to a mildly built 383. The 200's would be better suited for a mild 383 up to a 406. While lift numbers do matter some, the size of the cylinder that the intake runner is filling matters also. You'll also find that flow numbers at the same peak lift of each head only differ probably ~8cfm (which is around a 4% difference) so the real difference is really in the size of the runner.

Also, the smaller the runner, the higher the port velocity which generally leads to more low range torque. Bigger runners allow more air to flow at higher RPM and, thus, are better for making higher RPM horsepower. For a mostly street driven 350-383 I would choose the 180s. For a heavy strip usage 383 or 406 I would use the 200s.

 

[khan0165]

^^^ well said

bigger is not always better... my 350 with 495 lift 236 duration cam is working on 170cc chambers, maybe 180cc chambers if you count the porting and larger valves.

it's all about port velocity at the right rpms. A mix driving car that will see mid range rpms, you will lose port velocity with a larger size port, so you would what smaller ports to keep velocity up at lower rpms. A race car with high rpm range, you have velocity at high rpms and thus a larger port will allow more airflow.

yes you can use a huge 210cc head on a little 350, but it doesn't mean you should... A big head like that would be justified by a big lift & big duration cam (something 530lift/245duration)

a 180cc head can even work on a stout 383/406... A 210cc on a 383/406 becomes useful on a cam over 505lift/230duration)

 

[mobileaudio25]

awesome, i would be happy with 12's. hopefully mid 12's since ill be running a slight higher gear.

OK, Im going to stick with these heads:
http://www.jegs.com/i/Dart/301/127121/10002/-1

can I get a vote on which cam would be better? ive heard the thumpers sound awesome?
cca cam: http://www.jegs.com/i/Comp+Cams/249/12-212-2/10002/-1
cca thumper: http://www.jegs.com/i/Comp+Cams/249/CL12-601-4/10002/-1

Thanks for the good info everyone, im keeping the 180's

 

[GhettoRacingKid]

what are the rest of the motor specs?

a cam might sound good but a cam that works better with your combo is better for you

 

[mobileaudio25]

I running a stock bottom end I believe. I havent torn the motor down yet, but It has been rebuilt. Im assuming stock compression. Im using an performer rpm intake with a rebuilt 750 cfm quadrajet.