442 engine swap

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hotrodoldsman said:
ksmitty said:
I do not see the blower relay but a socket that looks like one plugged into it. would it have been connected to A/C wiring and maybe got removed? and yes we are keeping the motor and A/C parts for future/

Should be a little silver box... like this one on mine, passenger side... near my coil
7209044004_large.jpg
So clean man 😱
 
##8 heads have much bigger combustion chambers than your #6's so your CR will take a nose dive, so they are not what you want.

I'm not sure where you're getting your prices from, but my heads were done by Rocker Racing a few short years ago and they were about $900 which was a complete rebuild, performance valve job, new stainless valves, milled, and with harded exhaust seats installed too. They supplied the heads too.

Regardless of cost, you need to get the notion of 'needing' Edelbrocks on your engine out of your head. Who gives a flying fudge Eddy heads can outflow reworked stockers for the same or lower cost. With your build, you don't need that kind of flow anyway. 2" headers flow great too, but they're not right for your application either regardless of cost.

Even if paying $2000 for a set of kick a$$ factory redone heads is what it will cost you, then that's what you're gonna have to pay. They should cost you much less than that though.

Just call Rocker Racing or another Olds builder and tell them what you have and what you want to do. Tell them you don't want Eddy heads. If they push the issue ask them to explain to you in detail how they would be more beneficial to you over reworked stockers. Go from there.

P.S. You never really gave us any details on your current build. What's the MEASURED compression ratio? What about cam specs? What have been done with your current heads? Header size? Distributor recurved? Carb tuned right for your combo?

You also need to tell us what you want to run at the track, since HP numbers don't tell you a whole lot.
 
ksmitty said:
when I bought this motor it was rear wheel dynoed at 240 hp in a 1970 cutlass S. the car had same gears as mine 373, 350 trans I have 200 4R. I have a 2500 stall he did not. he told me he only let them run it till 5000 rpm and it maxed out on hp after 4100 because of carb was too big and dumping to much fuel in the engine. Not sure if this makes any difference but this is what I was told.So by adding 25% because of drive train loss I figure I am around 300 hp at the flywheel. I would love to get 400 hp at the flywheel but settle for 350. Seeing eddlebrocks build sheet to achieve 397 hp and using cast # 5-7 heads I see its possible. But I was told it takes machine work on those heads to make that happen and basically the machine work turns them into what the aluminum ones are. And the machine work cost the same as the eddy heads. So see its a damn circle jerk. If the machine work didn't cost $1500 or more I would do it. The only two other olds guys I heard of is rocket racing and Keith miller. but why would they give me an honest price on reworking my heads when there pushing the aluminum heads. Know of any other olds engine builders? And If I could run a flat 13 Et I would be happy
Like I mentioned before, I belive after purchasing the edels, you WILL have to get them machined to bring your combustion chamber CCs down to reality to not lose a ton of compression/power by bolting them on out of the box. I wouldnt be supprised if you bolted stock edels on your 350 with 77cc chambers (over your #5s with 64ccs) and made less power! Heres what I mean:


Olds big block head chart
ID/ Use Casting
Code Year(s) CID CCs Number Notes
A '65 400 80 383821 Unique 3/8" stud and nut rocker
425 mounting, using a 3-piece rocker
pivot assembly; all except irrigation
B '65 400 80 383821 Later '65 heads. Some use 3-piece
B '65 425 rocker pivot asssembly.
B '66 400 80 389395 Toro's and 442's got the big [2.072"]
B '66 425 valves. Some use 3-piece rocker pivot
asssembly. "-1" after the casting number
on all B heads after April 21, 1966.
C '67 - '69 425 80 394548 A/C '68 H/O's. Toro's and 442's got big.
455 valves. Rumored to flow the best of all BB
heads. Can still be found.
CA Very small ~3/8" ID lettering.
D* '68 - '69 400 69.75 400370 All W-30. Non A/C '68 H/O's. All '69 H/O's.
All big-valve.
455 69.75 400370
DA
E '68 - '70 455 77,80 403686 455's in general, with 442/Toro's
having big valves.
F* '70 455 80 404438 W-30's. All big-valve units.
G '71 455 80 409100 Generic 455 use, big valves in the
usual applications.
Ga '72 455 80 409100 W-30's, manual 442's used big valves.
H* '71 455 80 409160 W-30's. Big Valve units.
J '73 - '76 455 80,82 411783 All 445's. 'Smog heads',
restrictive exhaust valve pockets.
No big valve units.
K** 455 80 413191
Ka** '73 - '76 455 80 413191 Marine, irrigation, industrial, W-30/Toro,
442 4-speed replacement head. Most were
big valve units.


Olds small block head chart
ID/ Use Casting
Code Year(s) CID CCs Number Notes
1 '64 330 385101 Used ROCKER SHAFTS rather than
pairs on PEDESTALS.
2 '65 330 ?????? All V-8s now using PEDESTALS.
3 '66 330 60 389394
4 '67 330 60 394497
5 '68 - '69 350 64 397742 Excellent candidate for use today.
Good flowing, and high compression.
6 '70 350 64 403859 W-31's had larger 2.000 intakes. '69
W-31's?
7 '71 350 64 409147 W-31's had larger [2.000] valves.
7A '72 350 64 409147 The 'A' is a subscript, like ¼"
tall, to lower right of the '7',
like | 7A.
8 '73 - '76 350 79 411929 Smog heads. Have huge bb-sized 79cc
chambers yielding poor compression
ratios without extremes of
compensation.
10 '76, '77? 260? 57 550362
2A '76 - '81 260 554715 Easy way to ID a 260 engine.
3A '77 - '80 350 75 554716 1/2" bolt holes.
4A '77 - '79 403 83 554717 Matches the 4A or 4B block, get it?
Easy way to ID a 403. 1/2" bolt holes.
5A '80 - '84 307 64 3317
'85 also???
6A '85 - ?? 307 67 5844 Non-ECM Canadian cars?
7A '85 - '90 307 67 0142 This 'A', and the others from 2A to
6A, is a large capital letter equal
in size to, and immediately adjacent
to the 7, like | 7A.
D3A 350 3948 Diesel.

Edelbrock Specs
Cylinder Head Specifications

Combustion chamber volume 77cc
Intake runner volume 188cc
Exhaust runner volume 106cc
Intake valve diameter 2.072"
Exhaust valve diameter 1.68"
Valve stem diameter 11/32"
Valve guides Manganese bronze
Deck thickness 5/8"
Valve spring diameter 1.46"
Valve spring maximum lift .575"
Rocker stud 7/16"
Guideplate Hardended steel
Pushrod diameter 3/8"
Valve angle 18°
Exhaust port location Stock
Spark plug fitment 14mm x 3/4 reach, gasket seat
Made In USA
 
The Eddy's also have bigger intake ports than any small block head, which is great for max flow at high RPM's but not good for velocity. It will rob you of some of your low end power and streetability.

Even if you mill the snot out of an Eddy head, they'll still be bigger than what you'd probably want and with all that milling means you can have intake fitting issues which would need to be addressed too.
 
Ok now I see what your talkin about. I will have to call around and get a hold of a place that knows Oldsmobile and see what the cost are. For now I will run it and see how she does.test and tune in my area is 6/17/11 I hope to be there.
 
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