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 1985. The origin of the term Vortec was for a combustion chamber design with a ramp port which debuted with the 2.0L motor used with the GM J platform (Cavalier et.al.) which twists the fuel mix similar to a tornado vortice, hence the Vortec nomenclature. 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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| + | ==How to find good used heads== | ||
| + | Vortec heads have gotten a reputation for cracking easily. The truth is they do not crack any more than ANY modern lightweight production head, although there have been problems associated with leaking intake gaskets on Vortec engines that may have caused more than the usual number of cracked heads. | ||
| + | |||
| + | ===Junkyard heads=== | ||
| + | When buying Vortec heads from junkyards (or '''''any''''' head for that matter), the chances increase that the heads will be cracked. There are ways to tip the odds in your favor, though. | ||
| + | |||
| + | To find heads from an assembled engine that have a better than average chance of being uncracked, look for: | ||
| + | *heads from a wrecked vehicle. These stand an excellent chance of being good, as long as the other things listed here pass inspection. | ||
| + | *engines that do '''not''' have the thermostat removed. A missing thermostat is an indication the engine was running hot. | ||
| + | *engines that still have antifreeze in them. Engines with straight water, or without any coolant showing, may well have been losing coolant. No one replaces leaking coolant with antifreeze- they will use straight water "until I fix it". By then, it's often too late. | ||
| + | *engines with water in the oil or oil in the water. This is a sure sign of a blown head gasket, bad intake gasket or cracked casting, any of which can lead to overheating and cracked heads. | ||
| + | *Look for heads having a spark plug (or spark plugs from adjacent cylinders) with no unusually colored deposits- or a lack of deposits that were removed by coolant getting into the chamber(s). Head gaskets leaking or a cracked casting that lets coolant into the combustion chamber will make the plugs look a lot different than a normal plug- look for uniformity. | ||
| + | *Look for engines that do not have evidence of stop leak in the radiator/cooling system. If it has stop leak, it was leaking. If it was leaking there's too big of a chance it overheated and cracked the heads. | ||
| + | **Signs of stop leak use is a sludgy or copper/silver colored metallic accumulation inside the radiator fill neck, the same thing under the radiator cap, and possibly even in the overflow tank. | ||
| + | |||
| + | ===Online or other "sight unseen" sources=== | ||
| + | '''Not recommended''' if from a private seller, especially true if shipping is involved. The cost for shipping a hundred pounds of cast iron across any distance is too high to warrant such a purchase. Very few people sells GOOD Vortec heads online. They're too easy to sell locally. | ||
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| + | Buying from a reputable volume/commercial seller might not be as big a risk, but research them fully and carefully before pulling the trigger. And remember, the shipping is on YOU unless otherwise stated in writing by the seller. | ||
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| + | ===Local private sellers=== | ||
| + | This ''can'' be a good way to get heads. But the provision that they pass inspection BEFORE cash is exchanged should be insisted upon. | ||
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| + | Speak to a machine shop beforehand to find out the details (can they inspect adequately with the heads assembled, or do they need to be apart? Does the inspection require being fully cleaned before inspection? How long will this take? How much does it all cost?) '''before''' contacting a prospective seller so you can lay out the plans to them. Don't expect the seller to pay for all or part of the inspection- if they fail, consider that as one of the costs involved with using used heads. | ||
| + | |||
| + | ==Head inspection== | ||
| + | [[File:Cracked 062.jpg|thumb|400px|left|Crack possibly caused by over torquing]][[File:400px-Induction hardened seat vortec1.jpg]]<br style="clear:both"/> | ||
| + | |||
| + | It is obviously best to have a reputable machine shop inspect your heads for cracks. If you don't have access to the tools needed they can also do the rest of the inspection for valve and valve guide condition, whether a valve job is needed, etc. | ||
| + | |||
| + | Vortec heads tend to crack in the center two cylinders more than the ends. Places to look for cracks are shown above; often between the exhaust and a head bolt hole or water jacket hole, Sometimes the crack will be from the valve seat down into the port. Because the cracks can be very small, using a magnetic particle inspection system will show defects not readily visible to the naked eye. | ||
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| + | The image on the right shows a center chamber next to an end chamber, but remember there's a better chance the cracks will be in the center two chambers. | ||
==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 '''12558062''' and '''10239906'''. |
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==Technical specs== | ==Technical specs== | ||
| − | * | + | *Valve Spring Seat/Base diameters: 1.290” O.D., 0.852” I.D. |
| − | *Valve | + | *Valve Seals: Metal jacketed Viton positive type seals on both intake and exhaust |
| + | *Valve Guide Diameter: ID- 11/32" (.343"), Guide OD AKA- Seal Provision: .552"-.555" | ||
*Combustion Chamber Volume: 64 cc | *Combustion Chamber Volume: 64 cc | ||
*Heat Risers: No | *Heat Risers: No | ||
| − | *Valve springs: Single wire | + | *Valve springs: Single .177" diameter wire, No Damper, 1.250” O.D., 0.896” I.D., 80-pound seat pressure @ 1.700” installed height, Open test load- 190 Lbs @ 1.270", Coil-bind @ 1.180”, vortec heads will not accept early SBC springs w/ damper. Max lift for stock spring is .460" w/ .060" distance before coil bind. |
| + | *Max. Valve Lift: 0.460” which provides 0.030” retainer-to-seal clearance (average overall retainer to seal distance is: .490"-.500") | ||
*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 | ||
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*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="2" cellspacing="0" border="1" |
| − | !bgcolor="# | + | !bgcolor="#DDDFFF"|Lift (in.) !!bgcolor="#DDDFFF"|Intake (CFM) !!bgcolor="#DDDFFF"|Exhaust (CFM) !!bgcolor="#DDDFFF"|Exhaust w/ pipe (CFM) |
|- | |- | ||
| − | | align=" | + | | align="center" |0.100 || align="center" |70 || align="center" |48 || align="center" |49 |
| + | |-bgcolor="#F1F1F1" | ||
| + | | align="center" |0.200 || align="center" |139 || align="center" |101 || align="center" |105 | ||
|- | |- | ||
| − | | align=" | + | | align="center" |0.300 || align="center" |190 || align="center" |129 || align="center" |137 |
| + | |-bgcolor="#F1F1F1" | ||
| + | | align="center" |0.400 || align="center" |227 || align="center" |140 || align="center" |151 | ||
|- | |- | ||
| − | | align=" | + | | align="center" |0.500 || align="center" |239 || align="center" |147 || align="center" |160 |
| − | | | + | |-bgcolor="#F1F1F1" |
| − | | align=" | + | | align="center" |0.600 || align="center" |229 || align="center" |151 || align="center" |162 |
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|} | |} | ||
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;'''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> | ||
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==Upgrading and compatibility== | ==Upgrading and compatibility== | ||
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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 0.440" |
| − | * | + | * 1987 to present center bolt style valve covers if the heads used previously were perimeter style (1986 and earlier including the current production Goodwrench 350 crate motor) |
| − | ** 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]] | + | ** 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 | + | *Self aligning rocker arms (SBC and 4.3L since the 1988 model year use the self aligning rockers and the pushrod holes are round instead of oblong - self aligning rockers do retrofit to the earlier heads but recommended for a stock rebuild |
| − | * Valve cover gaskets | + | * Valve cover gaskets (again 87+ centerbolt style) |
| − | * 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. 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. See '''[[Vortec_L31_cylinder_head#Using an early style intake on an aftermarket Vortec-type head|Using an early style intake on an aftermarket Vortec-type head]]''' for more info; some applications require the stock SBC intake to have the upper section rewelded with a chunk of metal which covers the intake ports as demonstrated with the SyTy 4.3L or TPI intake base (it is common for the SyTy 4.3L lower intake to be modified with extra material when used with Vortec heads) |
* 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 - 1996+ head bolts are torque to yield unlike 1995 and older) |
* 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. That said, the typical SBC valve tip length of 0.250" will work just fine with self aligning rockers. Like with ANY rocker arm/valvetrain combination, the [http://www.crankshaftcoalition.com/wiki/Valve_train_geometry '''valve train geometry'''] needs to be verified. |
==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 (.896") being a close fit to the guide boss OD (0.852"); 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 0.460" 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"''' <br> | *'''[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"''' <br> | ||
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==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 0.852" 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 guide 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"/> | ||
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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 0.555-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" oval 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="5" cellspacing="0" cellpadding="5"><tr valign="top" tr bgcolor="#CCCCFF"><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 | + | <table border="5" cellspacing="0" cellpadding="5"><tr valign="top" tr bgcolor="#CCCCFF"><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 bgcolor="#F1F1F1" 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 bgcolor="#F1F1F1" 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 bgcolor="#F1F1F1" valign="top"><td>0.700</td><td>269.1</td><td>0.700</td><td>167.0</td></tr></table> |
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| + | ==Intake gaskets== | ||
Due to issues with some Vortec intake manifold gaskets (vacuum and coolant leaks), it is suggested to use a Fel-Pro gasket p/n Q1255 intake gasket, or equivalent. | Due to issues with some Vortec intake manifold gaskets (vacuum and coolant leaks), it is suggested to use a Fel-Pro gasket p/n Q1255 intake gasket, 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 - intake does not have the power brake booster vacuum port located on the LH side, needed when used with a 1987-'95 TBI equipped Chevrolet/GMC 305 or 350 - some GMT400 light duty trucks and G-series vans including the forward control chasssis will have a hydroboost brake booster in lieu of a vacuum assist power brake booster]] |
|[[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 from 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, domed pistons must be used unless the chambers are welded and machined smaller | + | 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 (drag race/alcohol fuel, etc.), domed pistons must be used unless the chambers are welded and machined smaller. |
| − | + | For reference, an engine using ''unported'' large port Bow Tie heads built to Florida Association of Stock Car Racing, or ''FASCAR'' specifications, 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. | |
==Recommended spark plugs== | ==Recommended spark plugs== | ||
| Line 392: | Line 407: | ||
* Bosch HR10BX | * Bosch HR10BX | ||
* Bosch HR9DC | * Bosch HR9DC | ||
| + | * Bosch 4505 | ||
| + | * Bosch 4458 | ||
==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 | ||
| + | |||
| + | The L31 (and L30) small block, along with the 4.3L (L35, LU3) came with a redesigned water pump with a threaded boss on the impeller which accepts a fan clutch held with a nut instead of the 4 bolt setup common with 1995 and earlier SBCs. A water pump bypass port was added to the intake manifold where the cylinder block for 1996+ will have the water pump bypass hole eliminated - some 1996-2003 production cylinder blocks will have the bypass hole eliminated and undrilled (visual cue is the RH water pump port where the bypass hole is absent and undrilled - this also includes cylinder blocks with 2 holes undrilled for the timing cover (much like engine blocks casted after 1992 the fuel pump hole is undrilled and unmachined - aftermarket 5.7L crate motor assemblies including the L31 used by Mercury Marine/MerCruiser will have the water pump bypass hole and fuel pump hole drilled out and machined. One solution is the following - use a high flow thermostat or run a water bypass from the heater hose port to the radiator and/or heater core. | ||
==Optional GMPP Vortec parts== | ==Optional GMPP Vortec parts== | ||
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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> | ||
| + | |||
| + | </tr> | ||
| + | |||
| + | <tr class="wbg-blacktext" align="center" valign="top"> | ||
| + | |||
| + | <td class="wbg-blacktext" align="center" valign="top">2516</td> | ||
| + | |||
| + | <td class="wbg-blacktext" align="center" valign="top">Edelbrock Performer RPM (Marine application, but allows to bolt on a Quadrajet without an adapter) <b></b>.</td> | ||
</tr> | </tr> | ||
| Line 696: | Line 723: | ||
<td class="wbg-blacktext" align="center" valign="top">Crane Cams valve spring and retainer kit. Drop-in springs with no machine work needed.</td> | <td class="wbg-blacktext" align="center" valign="top">Crane Cams valve spring and retainer kit. Drop-in springs with no machine work needed.</td> | ||
| + | |||
| + | </tr> | ||
| + | <tr class="wbg-blacktext" align="center" valign="top"> | ||
| + | |||
| + | <td class="wbg-blacktext" align="center" valign="top">Vsk4h53</td> | ||
| + | |||
| + | <td class="wbg-blacktext" align="center" valign="top">Alex's Parts valve spring kit. Drop in fit, machine work not required up to .550" Lift, Hyd Roller.</td> | ||
| + | </tr> | ||
| + | <tr class="wbg-blacktext" align="center" valign="top"> | ||
| + | |||
| + | <td class="wbg-blacktext" align="center" valign="top">Vsk4h50</td> | ||
| + | |||
| + | <td class="wbg-blacktext" align="center" valign="top">Alex's Parts valve spring kit. Drop in fit, machine work not required up to .550" Lift, Hyd Flat Tappet.</td> | ||
</tr> | </tr> | ||
| Line 938: | Line 978: | ||
==Links== | ==Links== | ||
| − | * | + | *[http://www.nastyz28.com/forum/showthread.php?t=56505 Vortec Cylinder Heads: The Definitive Guide], nastyz28.com forum thread |
* [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''. | ||
| + | *[http://www.pacificp.com/forum/viewtopic.php?t=8710&postdays=0&postorder=asc&start=0&sid=c924276423ef14adb8e81be996202589 Using the LT4 Hot Cam] hydraulic roller camshaft in a Vortec engine | ||
| + | *[http://users.erols.com/srweiss/tablehdc.htm#Chevy Chevy head flow] from S. Weiss | ||
| + | *[http://www.hotrodders.com/forum/measuring-vortec-retainer-seal-clearance-248242.html Measuring Vortec retainer to seal clearance] Hotrodders forum thread | ||
| + | |||
| + | ==Compression ratio calculators== | ||
| + | *[http://www.wheelspin.net/calc/calc2.html SCR] | ||
| + | *[http://www.wallaceracing.com/dynamic-cr.php Wallace Racing DCR calculator] | ||
| + | *[http://www.empirenet.com/pkelley2/DynamicCR.html Kelly DCR calculator] | ||
| + | *[http://www.uempistons.com/calc.php?action=comp2 KB/Silvolite DCR calculator] | ||
| + | *[http://www.rbracing-rsr.com/comprAdvHD.htm RSR DCR calculator] | ||
| + | {{Note1}} Some dynamic compression rtatio calculators (like KBs) ask for an additional 15 degrees of duration be added to the IVC @ 0.050" lift point figure. This works OK on older, slower ramped cam lobes, but the faster lobe profiles may need to have 25 degrees or more added to be accurate. | ||
| + | |||
| + | {{Note1}}If the intake valve closing (IVC) point isn't known, it can be calculated: | ||
| + | # Divide the intake duration by 2 | ||
| + | # Add the results to the lobe separation angle (LSA) | ||
| + | # Subtract any ground-in advance | ||
| + | # Subtract 180 | ||
| + | This result does not need to have any amount added to the IVC point, like the KB calculator calls for. | ||
==Resources== | ==Resources== | ||
* [[Valve train points to check]] | * [[Valve train points to check]] | ||
| − | *[[Quench]] | + | * [[Quench]] |
| + | * [http://www.compcams.com/information/Articles/Type/Chevrolet/CC_CHP0201-002.asp Vortec head chronicles.] | ||
| + | <br><br> | ||
[[Category:Engine]] | [[Category:Engine]] | ||
[[Category:GM]] | [[Category:GM]] | ||
[[Category:Cylinder head]] | [[Category:Cylinder head]] | ||
| + | |||
| + | *The following information was posted by Bogie on threads that had to do with cylinder heads and I found it so informative that I didn't want it to be lost, so I'm adding it to the bottom of this L31 article.... | ||
| + | |||
| + | "The lope sound of the muscle car era is as obsolete as the tube radio. Those cams made more noise than power. If you want to run with the big dogs today, you've got to look for cams with a lot of lift for their duration and fairly long LSA's compared to the old stuff. Big problem today is the inexpensive flat tappet cam is as obsolete as the dodo bird. The flat tappet is very dependent upon low detergent, high zinc/phosphate (ZDDP) oils which except for expensive race only blends, are not to be found anymore. Today's oils are high on detergents and dispersants while low in zinc and phosphate additives. This is because the zincs and phosphates gunk up converters, costing OEM's money for warranty claims, so they've been outlawed. At the same time it is realized that a clean engine experiences less wear, therefore produces less pollution so with the help of 5 micron filters, the detergency is pumped way up. Now there are additives on the shelf to bump the zinc and phosphate levels up in ordinary off-the-shelf oils but these oils are high detergency oils that scrub off the zinc and phosphate coatings so pouring in more from an additive bottle has been proving to be somewhat ineffective. The OEMs went to roller cams in the period of 1985 to 1995 in anticipation of the change in oil chemistry resulting in wear problems between the lobes and flat tappet lifters. In my opinion the day of the flat tappet cam in the hands of the average hot rodder on the street are over. The loss of a flat tappet cam and the secondary damage from all the metal shavings circulating with the oil is so high that it just isn't worth the front end costs that were thought to be saved. So if you're building on a Vortec block from 1995 or later it is at least provisioned for a roller cam if a 95 and from 96 up it has a roller cam. The factory lifters can be used with a more aggressive roller as can the push rods and rockers. The Comp XR264HR has a good midrange with an rolling idle, the XR270HR pushes the power band up the rev range and has a solid stagger to the idle it needs a high stall converter and 3.50 or numerically-higher rear gears. | ||
| + | |||
| + | |||
| + | The production L31 Vortec head is popular because it has a lot of bang for the buck an easy 20 horses to as much as 40 or 50 over previous factory heads with no other changes to the engine except the head swap. There are many heads that are the equal or better but some can get pretty costly. To really make recommendations would take knowing how much money you can put into your project. The factory production L31 is about the low end cost wise but needs work and parts to run with a hot cam. The guides need to be cut down, screw in rockers installed, the factory springs replaced and better rockers are an improvement. All this gets costly. An inexpensive aluminum head that's very effective is the Pro-Comp. But like the L31, if you’re going for a big cam, they'll need at least better springs. Either of these can be built for less than a grand. Best way is to buy them machined but without valves, springs, retainers and studs, then put in what you need for the cam you choose. | ||
| + | |||
| + | The static compression ratio, thus piston crown shape and volumes, the head chamber and the cam's intake closing point all walk together if you want power. Modern tight chambers make power and lots of it even with a less than ideal port feeding it, whereas a poor chamber characterized by everything that predates the L31 style chamber for the Gen I block is ineffective regardless of what you do to the ports compared these new heads. Aluminum lets you push the compression ratio up at least one point over iron and takes 50 pounds off doing it. To get to the compression ratio need to start with the cam, the point where it seats the intake is all important as at that point the piston has risen in the bore and pushed inducted mixture back out. This must be compensated with more compression. This leads you to the concept of Dynamic Compression Ratio which is an adjustment to the Static Compression Ratio for the stroke used up to the point where the intake valve closes. You want a DCR of at least 8.00 to 8.50 for an iron head and 8.50.00 to 9.00 with an aluminum head, so this drives hard on all the volumes in and above the piston crown. Check this out to play with numbers http://www.kb-silvolite.com/calc.php?action=comp2 | ||
| + | |||
| + | Flat top pistons will drive you to a larger chamber head, but as long as you stick to recent aftermarket offerings you should find a 72 to 76 cc chamber with all the configurational advantages of the Vortec L31 head. Don’t be fooled, these heads are much different from the early large chamber heads even though they may have similar volumes. The modern chamber pushes the spark plug well in toward the valves, it may favor the exhaust valve to get in even deeper, there will be a significant relief on the intake side between the valve and spark plug and there will be a beak that penetrates from the squish/quench step to between the valves. These are important refinements to getting power out of the chamber by burning everything that gets in, the older chambers threw a lot of fuel out unused or incompletely used which is the "why" for all the emissions gadgets on the engines of the 1970’s and 80’s. A big reason why that stuff is gone today is the new, highly efficient, fast burning chambers you see coming on the LT1 and LT4 of the early 1990’s and the L31 Vortec of the mid 90’s. Other brands did the same thing under different names at Ford it was the GT40 head for the Windsor, at Chrysler it was the Magnum head for their LA block." | ||
| + | |||
| + | They not only out flow but also out burn the older heads. The L31 Vortec used two castings 12558062 which you have uses induction hardened exhaust valve seats for unleaded fuel. The other casting is 10239906 which uses hard seat inserts on the exhaust side otherwise these two castings are the same. | ||
| + | |||
| + | All of these came with self guiding rockers on press-in studs, the conversion to screw in studs would still require self guiding rockers unless there are sheetmetal guides under the studs in which case they can use the older unguided rocker. | ||
| + | |||
| + | The most common issue with these heads is clearance of the bottom of the spring retainer to the top of the guide oil seal. The guides of this head are pretty high when the stem seal is fitted this restricts max lift to .460 to .470 inch. The most common way around this is to tool the guide lower to gain sufficient clearance. The valve springs are 1.25 inch in diameter which is too small for very radical cams. The safest way to deal with this is the use of beehive or conical type valve springs as the with the raised intake port enlarging the spring seat can easily cut into the port roof. The beehive or conical spring use a smaller diameter retainer which also provides some relief with the guide/oil seal to retainer clearance. | ||
| + | |||
| + | Keep in mind that these heads were for a roller cammed engine that uses a shorter 7.2 inch push rod, when they are used with a flat tappet cammed engine you need to go back to those longer push rods. The average kid at the parts store probably doesn't know that so if he looks these up by year or type of head the short push rod is what he'll find, so you have to know that the push rod lenght goes with the type cam not the type head. | ||
| + | |||
| + | The valves of this head are the same 1.94" by 1.50" that Chevy is so fond of. Depending on cam and compression these heads are a 20 to 50 horsepower bolt on. They have very good midlift flow but run flat over .5 inch so going that much or beyond with the lift is of little value without porting them. They very much respond to a 30 degree back cut on the valve's seat, both intake and exhaust, this is very effective on a long duration cam that lifts from .45 to .5 inch at the valve. A split duration cam is also of value as the exhaust flow didn't improve compared to the intake so that side can use a little extra blow down time moreso than extra lift. | ||
| + | |||
| + | The chamber burns fast compared to previous heads, you'll find its happiest with total spark lead of 34 to 36 degrees. The chamber is very detonation resistant compared to earlier chambers many guys run 9.5 or a little more with a squish/quench clearance of 0.035" to 0.040". Flat tops or D dish pistons work best compared to the factory round dish pistons because those have too much of their squish/quench surface contribution too far from the head to be effective. | ||
| + | |||
| + | Have them checked for cracks, they don't like to be overheated, if these are used heads and have been overheated the chances of cracking is super high. They also like 4 corner coolant return, there are kits that make this quite easy to install. A pair of fittings on the rear of the manifold over the coolant return opening of the head that can be connected to the intake's forward return before the thermostat. Or they can be plumbed into the heater/bypass circuit. This prevents coolant vapor bubbles from collecting above the rear cylinders causing them to run hotter than desired. This is almost as good for power as the 4/7 timing swap without the cost of the cam, your valves and piston on number 7 will thank you." | ||
| + | |||
| + | Bogie | ||
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