I spent a major part of my teenage years scavenging junkyards for these heads. Everyone that had a SBC in the 70s and early 80s just had to have a set. I would do the backyard port work, install the "LT1 Carrrviiitte" springs, guide plates, and studs, and had them sold as fast as I could find and build them. Those heads hold a special place in my heart.
Did the same .My father was the shop mgr at a large gm dealer i got all the engines they swapped out with new 350 & 454 4 bolt blocks.heads etc! I had full run of the machine shop I sold alot of engine parts to buy parts for my drag cars!
I grew up in the hood, and we had awesome boneyards back from 19 whenever, till about 1986- There were goodies everywhere if you were persistent and sly😎😂🤙🏼
When I was a senior in high school, mid 80's, in my advanced auto class my auto teacher drew me a picture of the "camel back" head because I was looking for small block to build. I found several SBC in a van inside there was a 283 with "power pack" heads, a 350 with who knows what, then there was the buried motor and it had the holy grail heads on them! Bought it for $150. The motor was a 327 and I thought I was the man when unloading this in the auto shop. Wound up rebuilding them by knurling the guides, 3 angle valve job on the seats, back cutting the valves, shimming the stock springs, then cutting the guides for what we called PC valve seals (the type used today). Bought a Crane cam, Clevite 77 bearings, Victor gasket set, Melling's high volume oil pump, Holley aluminum intake and carburetor. Talk about thinking you were Mr. Hot Rod magazine at 17 years old. It's kind of a bummer that searching/scrounging then putting it all together with your brain and skill for a working combination are sort of disappearing today, t's whoever spends the most money is the coolest now. Another great video.
It was my HS shop teacher that taught me about them also! I always thought up to that point if you put enough cam in something it'd run good. He said you had to get some of these heads and machine them out for 2.02 valves. How right he was!
Was your teacher Mr Jimmy Peterson ? Sounds like my Power Mechanics and auto tech teacher in 1980-1982..he loved when I took my friends 69' 0r 70' SS El Camino with the factory 396 in it..the best days of my life !
My brother and I built a V8 Vega in 1978, and we specifically went looking for an engine with camel hump heads. We found a 275HP 327 4-barrel in a 1968 station wagon that had the camel humps. 1.94" intake, 1.50" exhaust. I think there were also 461 or 462 heads that had 2.02/1.60 valves on the higher power 327, 350, and DZ 302's. 292 (turbo) heads were never sold on production line cars, but they were the ultimate sbc head through the 70's. Then Chevy introduced Bow Tie heads around 1980, in either cast iron or aluminum. Yeah, I'm old.
The 462's had the 1.94" intake valve instead of the 2.02" version,,at least the 462's I had..same nice combustion chambers..I had several of the 461 and 462's..great heads.
Yep... there were several variant of heads cast with "double hump". You'd be surprised how many people think the casting mark alone means "Corvette/Impala 327 fuelie 375hp". It doesn't.
As an old timer thanks for sharing some stuff my Era. That's all I used to do just a little bowl work and port match. Still got few pairs 461,462 , set of my favorites 3927186 with accessorie holes. Other than the weight of iron. They work just fine. Gotta love old iron
I still use these and 186s on SBC builds to this day. I started building motors in the 70s and these were THE GO TO THING. One JUST went out the door with 186s and all the goodies. They are harder and harder to find and the aluminum head market has become more affordable in recent years. ❤
The camel humps were still the hot ticket when I was a teenager in the 80s. Those heads, a 70s junkyard truck 400 bored out to 406, 280 cam, 3500 stall, 4.10s, ladder bars, in something light like a Chevy II or Nova, you could run in the 12s for not too expensive if you had your stuff dialed in. On a side note, the infamous Penske TA race prepped Z/28 cars of the late 60s made 480 HP with 302ci with a cross ram and these heads, ported to Traco's specs. Dual 780 Holleys, pretty radical cam timing I'm sure, but anyway. Nowadays, I would by the Trick Flow aluminum reproductions of these, they have modern combustion chamber design and will make more power. But these are still super cool for the history involved with them.
so true man.....seen a many 400 stock bottom end with double humps 280 cam hedders take down a many street car man......back before Big money got involved.
I just built a 66 327 Chevy II block with a set of 291's no porting and the final compression ratio was 11.1 to 1, also with a Crane Cam version of the Duntov 30/30 solid lifter that a guy had in his garage for 30 years and made 407 HP on the engine dyno
I turned 16 in 1984 and double humps were the best we had as a teenager. My stepdad helped me port a set of 186 heads for a flat top 350. He did a 3 angle valve job and picked out a camshaft for me. If I remember correctly it was the 327/350hp specs ground on a 108 lobe center. It ran really well in my 1967 Camaro.
Thanks Eric, As a long time sbc fan who cringes every time I hear Ls swap it I'm glad to hear honest critique that doesn't just run the old sbc into the ground and discount their performance capability
LS swappers litterly tell the world that they are not hot rodders. Just bolt on parts is what that world is about and they are like sheep just going with the herd. Vintage iron requires actuall grinding bending and massaging of parts to make everything optimized and perform in sinc. That's hot rodding. That's a true gear head.
@@shootermcgavin2819 lol that's a little harsh, but funny. What the LS does make super easy is port fuel injection, with the factory computer and HP Tuners. And the factory heads and manifolds flow pretty well right out of the gates. A garden variety junkyard 5.3 with no mechanical issues and a Truck Norris cam will make an honest 415 HP gross if you are a good tuner or have a good tuner. That's pretty attractive to a lot of people. I personally prefer the nostalgia of the SBC, but I can understand wanting decent power without too much fuss.
@Jim Bronson The Holley Sniper two is here. It all plug and play with any engine or transmission. The dash can be incorporated or you can stand alone literally on Android wifi now. The dreams if the 1990s street and strip are here for mix and match. Old school SBC prior to the 90s with good bottom ends will now shine and piss off a ton of LS power plants in any trim. 350 HD truck blocks with old ported heads and a built 4L60E stall speed and hold beer 😆 wheels up fun! Today's rings, pistons, and induction with ignition control was really about all they ever needed. You can tell it what to do not what it was asking for 😉 They ran near 800hp blown pump gas on the street back then. Now it's turbos and boost controllers so what is it's limits?
David Vizard has a great video up thats really good, step by step porting tech on the double hunps. He gets about 270 intake flow, enjoy ur channel Eric
I built a 327 and ported a set of 194 camel humps using his book as a guide. Lots of careful porting, awesome engine. They dont call him Vizard the wizard for nothing, the man knows his chevy small block performance.
Double Humps were so hot back in the 60s and 70s when I was driving Tri-5s and still had money . Building small blocks that screamed and aggravated everyone in our neighborhood . Choppy idle and sounded mean as Hell . oh back in the day . Awesome video .
Back in 1974, i was building lots of sbc engines. It wasn't too hard to get 350hp out of a 350. And have it very streetable. I built both the straight and angle plug heads. I found that the 194 straight plug heads were better for street use unless you had a reason to wind your motor over 6200+. Who does that? Only if your rich. (Not me) And we had the problem with octane going down. Now the 202 angle plug heads were great for serious street use and racing. But i had problems with drivability and plug fouling if the motor wasn't tuned perfectly every time. Excellent review. Takes me back to the good old days when building the sbc was simple, fun, and somewhat cheap.
Interesting, I have 2 sets of ported 461 heads, 461 64cc chambers and 461X 58cc, the 461X heads were used in Pro Stock and are thicker steel around each chamber so you don’t break through to water. Always knew they flowed well for a cast iron head. Use 215’s and 58cc heads these days running 12.5:1 comp. Well over 600HP out of 383 cubes.
those 461x,s was the hot ticket....i,m 50...but back in the day they truly made a diff. when there was people that said different.....those were the true high horse small journal double heads from early 60,s till mid 60,s
My 461x heads had the smaller valve set not 2.02 ?? ; took them to Darrell Buell machine shop for hard seats and they broke-thru to the water jackets-- instant junk.
An NHRA Superstock 327/275 with double humps, stock port volumes (165 int/65 exh) (epoxied int, welded exh) 1.94" int 1.50 exh , flat top piston, an intake that has to fit under the stock hood and a QJet make, (an average one (mine),will make 560 hp @ 7400.
@@tenthousanddays2103 Remember the old stick shift 57 Chevy 283 National record holder? In 86-87' My since past machinist bought it for a 283 upgraded but never built it back again.
If I remember the center small port in the head was not for smog , it was used to heat up the intake to help warm up the carb ,to stop cold morning stumble ,hesitation on take off . More for colder climate states . We always used block off intake gaskets for racing . great video to enlighten all the new young guys about the past.
Taking your comment one step further, they also used a heat riser in one exhaust manifold that had a weight and a spring on it. When the engine was cold, idling, the heat riser restricted exhaust flow, which caused the exhaust to pass through the runner under the carb, and out the other exhaust. When the heat riser spring warmed up, it relaxed and allowed the exhaust to exit unrestricted, reducing the exhaust flow under the card.
It typically comes back to emissions. Engines make many times more emissions on warm up. So the quicker they can get the incoming air warm and choke off the less emissions they make every cold start. The choke works well enough that it shouldn’t stumble cold. If it does you may need a couple sizes larger primary jets.
@@ztwntyn8 Hate to disagree , Spent a lot of time diagnosing ,carb problems back in the 70s 80s 90s for Drivability complaints , most cold morning start up problems was choke not set right . Timing off , vacuum hose's split ,heat stove pipe missing exhaust choke valve spring stuck ,and of course accelerator pump not working . So as to your possible fix to replace jet size , that was never done ,by me or any other tech . We change jets in carbs mainly for drag racing purposes , in the 2000s to today emissions got way better due to higher compression , better timing and fuel control So after 47 years as a mechanic ,learning everything from points to sliding cam shafts I would say changing jets ,would not be the correct way . 30years GM tech -17yr city fleet tech . My 2 cents
Started running a small fleet of c30 type trucks and a few strip and off-road vehicles in 1980. Cooling the heads was not a bad idea. Greatly helps with engine longevity.. The cross over exhaust port was to help with our cold county engine warm up as well as engine longevity. Still running a couple of those C30's and the 450hp to the ground SBC in a Landcruiser . It's not just the power you need. It's keeping it up and running for years (and miles) that matters.
Eric.. you left out the Chevy 292 Turbo heads.. Made famous by Bill Grumpy Jenkins.. you could by them at any Chevy dealership.. They had screw in studs, 2.02 intake and 1.6 ex value and they were 180 cc. Also they were angle plugs. They're were the best.cast iron heads back in the day.. keep up the good work
461X heads had the big intake ports also. As to how good vortec heads are in the 90s we had a costumers 2barrel motor lost a whole point in compression and was still up over 20 hp on a 1.94 vortec. 2.02 valves just hurt flow on them.
Great content Eric. Thanks for sharing. I built alot of these heads back in the day. 461 and 462. Great cylinder heads for what there were. Take care, Ed.
I remember sometime around 1990 I spent a fortune getting a set of double humps done with all the goodies. Can't remember for certain but I want to say I had accessorie holes added.
I have seen 377 SBC with double hump heads made 480 HP to the wheels that in a street car. 10.5:1 compression 107 lsa flat tappet cam shaft and a 750 Holley double pumper carburetor. Rear Gear ratio 3:73
Thank you for this video!!! It brings back a lot of memories there are some good cast iron heads with 64 cc chambers that have front assessories holes. I still have many of those old heads from building asphalt circle track engines.
I’ve watched this video like 3 times now, the double humps we’re getting phased out in mid 90’s when I began, still cool though and respect them as well as their legacy. I’d like to send you some big block Olds heads to flow, they were cut for the “big” BBO valves, minor blend (like these 491’s), the AIR bumps in the exhaust runners smoothed and intake valves were back cut.
Thanks for educating the younger generation about Chevy high performance in the 1960's. I have a stock 327 with those same double hump heads in my '65 Impala. That big, heavy car can do 0 to 60 in 8 seconds with dual exhaust and powerglide! The power is astounding! My '03 Escalade has a 5.3 L Vortec V-8 with almost as much horsepower as my 327.
They fit a 283 ! I used them on a 283 w/ 327 / 375 hp cam w/ solid lifters. Amazing how well that worked. Loved had the studs pinned. Built motor in 1969 year I got out of high school.
Was just thinking bout this the other day! . My Dad done a lot of drag racing back in that time period and his daily driver was a 65 Chevelle SS with a 283 and Muncie 4 speed. . It was a solid lifter motor, with a set of the fuelie heads that he had brazed up and cut the B in the shape of the Powerpack triangle to get past tech for limited stock class.😅 That little motor was an absolute screamer, turning high12-13 quarters at a dragstrip in the mountains of rural Appalachia. Loved to pick on unsuspecting hemis with it.
I remember years ago I had a 383 sbc with those heads on it. I thought it was hot snot. I eventually bought some Trick Flow G2 heads with the canted valves and never looked back. I wasted so much time and money on trying to save money.
The double hump heads with the accessory holes were casting number 186. There were also an early seventies head that didn’t have the double humps that also had accessory holes that were performance factory castings with the 64 cc chambers that were casting number 041. I have a pair of those. Chevy also made casting number 292 heads that were angle plugs but were never offered on a factory car. They were off-road use only and were also the version that many of the aftermarket heads afterwards were designed from.
Was in search of these for awhile with no luck , but out of the blue me and my grandpa decided to pull the engine out of an old C60 Chevy he had and low and behold , there sat atop the sbc cylinders , a magical set of double hump heads.
I had a set of 492s on a 350 I built back in 1993. They were not angle plug heads, and they were 1.94/1.5 but they were still good for 300 HP on a 1988 Caprice. The 492s were available either as straight or angle plugs. The 492s also had the accessory drive bolt bosses/holes drilled in them where the earlier heads, like these 461s, did not. There were also 462 heads that were of this vintage and the difference was the 461 was a 'closed chamber' head and the 462 is an 'open chamber' head. The 492 is the same as a 462 but with those bolt holes in the ends. Also, the extended water jacket allowed them to get more compression on pump fuel at the time, these were 30 years before the 'reverse flow' SBC Gen 2 engines came out (the LT1/LT4). The exhaust port in the middle of the intake side is for a 'heat stove' under the intake plenum, which facilitates faster engine warm up times by allowing the heat to better vaporize the fuel coming out of the carb. It's not for emissions, it's for driveability.
Thanks for the content looking forward to what’s coming in the future. I have a 70 Chevelle with a 406 and a set of old double hump 2.02 angle plug heads. Basically stock bottom end still has dished pistons, Elgin hydraulic flat tappet cam. Basically old school stuff top to bottom. Always surprises people how well it runs in that heavy car.
that was a HOT ticket back when you could find 400,s and just bolt them babies on!!! seen a many with a 280 cam,alum intake cheap headers and be in the 12,s easy.
Man thanks for all your videos I have a set of 291s I will be bringing to you towards the end of the summer once I get finished with them. And I have a set of 441s that are stock
Great info and video ! I built a 327 this summer for my 66 c10 with 461 heads, dome pistons, 327 iron intake , quadrtajet, 262xe comp cam, 3:73 gears and t5 camaro 5 speed. The 327 rips good and is alot of fun it revs so quick . I been building ls stuff last bunch of years turbos etc but still luv the old school sbc. While looking for parts for that 327 i came across a L97 327 short block and 462 bigger valve heads all ported, threaded rocker studs , sprung for bigger cam . Im gonna rebuild that one up as well and use it in a 45 chev pick up its such a fun little engine
There was also the GM sbc (370) castings which were a fully closed chamber head but with accessory holes drilled for long waterpump stuff. For that reason. I always tried for those if when I could get them. They port up well and were a great alternative.
3927186, small humps then the 041 also good heads. This is a good video, shows technology we had in the 60s,70s .stock they did pretty good. Some of us perfected them. Anyway for what we had to work with. Along with solid lifters and good cam they produced good H P I'm 70 and still having fun with them. Keep bringing it. Gotta love old iron
I have old pair of world products SR heads,with 1.94 intakes. They incorporated all the good fueler head characteristics into 170cc rough ass castings. 10 hrs each bowl ,chamber and Port match. With 406 with old 272 rv2 crane cam,3750lb chevelle went 100mph @13.37. 5,000 rpm. Nice truck motor in a hot rod makes you smile.
Old 300 Horse 327 Cubic Inch Heads... even found in late sixties 4 door grocery gettin Impala's and Wagons. Porting, Static Compression and the Right Cam... they set a couple of National Records back in the day with a few tricks on the side. One of the long-term engine builders in my area told me they converted them to angle plug heads to aid in part flame travel across the dome. (suspect dome mass had a part in moving the plug too)
This is off the top of my head. 461’s were the “Fuelie head”, in -65 they had the 461X, that was the 375 HP 327 Rochester Injected Vette. 292 was a mid -70’s Chevy Performance head, I remember them being referred to as “Turbo heads”, not that there was any turbocharging in the picture. Then in the late -70’s / early -80’s, is when the “Bow Tie” parts came into being.
I bought a 70 1/2 Z28 Short Block (LT1) with the solid cam 370 hp from my local Chevy dealer back in the early 70's and hit the local bone yards for a set Fulie heads with the double humps. I had the heads reworked and don't knok how much hp it made but it pulled really great!
Own a pair of #041 heads that were manufactured in 1969. They are identical to the double humps except they came from the factory with the threaded accessory bolt holes. They're great heads and are often approved for use in many racing classes. They're also really good heads for a budget hi perf street engine build....love 'em!
Summer of 94, I angle milled 14 pairs of heads for guys running at Enid and other Oklahoma tracks. .125 off the plug side and zero off the intake side. Mill the intake flange back to 10°, face the head bolts holes and funny business with thick intake gaskets. With pistons a little out of the hole you could make good compression with flat tops. Taking the press in studs out and tapping for screw in studs was the worst job in the shop. Glad to see this video!
I built back in 2000 a 383 with 461's Making about 450 HP The car is a 1980 Firebird I run at Gainesville, FL. 1/8 mile 7.55 and 11.7 1/4 mile. 461's are good Heads. !!! PS. 110 VP Gas 13 to 1 compression.
35 years ago I bought a 70 400 short block from Pick & Pull and just freshened it up, and added a flat tappet hydraulic cam and stock fuelly heads, double hump, and my 68 Camaro ran really well considering I had next to no money in the engine. Those heads originally came out on the 57 fuel injected 283 in the 57 Chevy. It was rated at 283 h.p. but made well over that.
I had 3 pair of the 085 64CC chamber heads bolted to 383 Strokers in my weekend warrior days. 1976 El Camino, 1984 Regal and 1980 4 door Malibu sleeper. LOTS OF FUN!!!!
@Eric Weingarten......I freaked when you mentioned Larry Meaux, I know him personally and I used to go visit him and was amazed at the skills he had, he had many meticulous templates, throat, short turns, and notes taken to make small block heads flow, with many NHRA records broken and set, I was 17 when I made him do me a bowl job and multi angle done on my street big block Camaro, and when I was 30, I hooked up with his long time helper Dave, and he started showing me how to do valve jobs, pocket port, and general machine shop services on milling, screw in studs, etc. I hadn't seen Meaux in years, I might stop by to see what he is doing these days, I'm only 45 minutes from him... But yes he was our local God on small block heads...THANK YOU THANK YOU for mentioning Larry Meaux from Meaux Louisiana. ....really !! Meaux from Meaux (Moe)
There's also the 461X heads, which was even better than your standard 461, but they are rare! They were the true holy grail back in the day, but they got sewer size ports.
Yes, i still have the camel hump heads. Had them on a 383 stroker. Nice clean running motor. Broke my yoke on my rear diff , and studs on my right rear wheel. Trial and error when i was young. Theres a kit also that allows you to pin the studs so that they dont back off. Because the studs are pressed in.
There were 492 double hump heads that were over the counter replacement heads, 64cc with accessory bolt holes, straight plugs, 2.02 intake, 1.6 exhaust valves, and screw in rocker arm studs. I put a set of them on a 72 SS Camaro I restored and still own. The exhaust crossover heated up the thermostatically controlled choke spring mounted on the intake manifold for the automatic choke. There was also a thermostatically controlled spring on a flapper valve on the passenger side exhaust that when cold would force more hot exhaust gasses into the crossover. As the engine warmed up the flapper valve would open up and let exhaust gasses out the pipe. Aftermarket intake manifold gasket sets would come with a metal plate to block the crossover but if you had an automatic choke you had to drill a small hole in the plate to let some exhaust gasses pass through or the choke would take too long to open.
Heating the intake absolutely serves a purpose. It is for better fuel atomization, that is also why you see ribs on the inside of the plenum on a stock intake. It converts the droplets to vapor. Very important for daily driver use. I had a '71 blazer with a stock 350. It was a dog. Installed 202 humper pumpers and woke it right up. Much better mileage and power. I like the fact that so many people think they are "junk", it makes them more available for me. 1960's technology that struggles to compare with 2020 technology. What a revelation. 😁
461X heads came with 2.02/1.60 valves in them from the factory. They're pretty rare, but I did have several pairs of them in my garage about 30 years ago. I gave a good friend of mine a pair and 30 years later he still has them. GREAT flowing stock heads. They were THE cylinder head to have is you were a circle track racer back then.
I had 2.02s put in my factory 1.94 head. Had to unshroud the combustion chamber to get some usable flow gain. I ran them on my daily driver until about 1997.
The exhaust crossover was for cold weather operation. There was a bimetal spring loaded butterfly valve section bolted to the right hand exhaust manifold outlet. When cold, the butterfly valve forced exhaust gas through the intake manifold passage right under the carb to heat it up quickly. The same heat also heated up the bimetal spring in the well in the intake manifold that held the choke closed. The heat from the right hand exhaust manifold opened the exhaust butterfly valve within minutes. My grandma's 64 Impala station wagon with 283 and Powerglide has that butterfly valve even though it was built at the Van Nuys, Calif, plant. She would never drive the car until the green cold engine light on the dashboard went out. My best friend's dad was a contractor and we noticed that his dual exhaust truck didn't sound right. That exhaust butterfly valve was rusted in the closed position. The shaft was seized and we banged it open permanently just for fun.
Thanks for sharing that great video Eric. I did not know there were multiple versions of the Camel hump heads. As great as these heads are, they will still never beat a set of 180 cc out of the box Dart Iron Eagles. I watched one video where the iron eagles produced 70 more hp on the same engine on the dyno. But if I recall correctly Iron Eagles weren't even available until the early '80s. I wish I would have had a set of these on my 307 powered '70 Malibu back in the day!
Great video. Just over 900,000 views. Illustrates how an old lower performance aftermarket head will way out perform modified 882 heads. The morons in that comment section scream "apples to oranges" because the whole point of the video went right over their head. The whole point is to show how different in performance Iron Eagles and 882 heads are
My friend got a set of iron Dart heads but, never built the motor. He passed away March of '22. I was in his shop helping move stuff and identifying stuff when I ran across the heads. They had been stored in his garage and one of them was rusty on the deck surface. I'm pretty sure I can save them but, damn!
Thanks very much for that great video.... I've just put a set of 461s on a 350 I've put together at home for a mild jetboat motor.. Cam intake exhaust flat top pistons etc... Every one said go LS... Out here in New Zealand but I don't have the money for LS... It certainly makes me feel better now that I'm on the right track with making some old school power... Hopefully it makes at least 300hp😬 most guys were saying you'll be lucky to get 250hp...don't bother throw 10k or more at it and by a LS...🙄
Ran my 301 Chevy with these after finding a pair.....certainly a different amount of horsepower than the old 'power pack' 282 heads. I, too, did a minor port job and found even more juice. You can't just hog out the ports but rather pursue the flow like you did. I've ported several 460 Ford heads and those even need some port filling with Devcon F to get good flow on the exhaust side. I share your questioning the "bathtub" open chamber practice. Good upload.
Most seem to forget or don’t know that Chevy won the 68&69 Trans-Am championship with a 302 as the rules limited engine displacement to 5 liters. Those engines were and are still making 450-500hp. In 69 they ran against the boss 302 which should have had a huge advantage over every other engine in competition.
Eric. I have in my junk collection a set of 441 open chamber and a set of 041 closed chamber. Both have some port work. Also need to look i should have a set of 487x heads complete stock. Been sitting for 20 plus years. I bet the shipping to send it all out to would be crazy. Keep the vids coming. I am recovering from open heart surgery and cant do anything right now.
The l98 flows a bit less but they had other advantages. The valves were a touch smaller (though some camel humps on budget engines had pressed rocker studs and the 1.940/1.500" valves) but the chambers were small enough for small engines and would give compression to a dished piston 350 as well.
@@robertwest3093 Lingenfelter was getting 260-270 cfm out of the 113s back in the early 90s with excellent port velocity. I had a pair on a 305 with a XFI 276 cam that made 423 hp @ 6,400 rpm using a single plane intake and GM 2" bore 454 TBI unit.
186 double humps started in 69. Basically the exact same head as the 461 with same 64cc chamber but with accessory holes. Commonly seen on the 302 DZ engine, 350-300hp and the LT-1 350-370hp. The higher HP versions with 2.02/1.60 valves. Hope that helps. One of these days Eric I'd love to see you review the Trick Flow version of these hump heads. They reproduce an aluminum version for those of us that like stealthy, but are enhanced a bit with modern chambers, larger runners etc... I've been meaning to order a set for a build I've had on the back burner.
@@Levisnteeshirt1 They were 64cc. In fact the factory 2.02 valve version is easy to tell as they actually had a machined relief in the chamber for the valve from the factory. The 1.94 version didn't have that.
Hey Eric I'm that old, in 1971 I paid 200 bucks for a pair ready to bolt on to my '57 Sedan Delivery which I still have. In 1974 I bought the 1970 Z-28 that's on my name thumb nail, they were the #186's with the accessory holes. The '70-71 LT-1 Corvette, the one with the big block hood had the unobtainium 187's.
I had a set of those camel humps on an old 68 Camaro one time 194 closed chambered camel humps. They work great stacked 2 nitrous plates on it and I was never the same
I had many sets of these heads exactly the 461 casting and had them for years but I’ve been around a long time. I also have a 427 side oiler engine that I found in a car in a field when I was young I went to the payphone, called. My father told him what the motor looked like and he told me do whatever I had to do but don’t leave that area without that car or motor because I didn’t realize what it was at the time. Honestly, I also have a Pontiac 421 and may be a few dual quad cross ram intake, manifolds for big block Mopar’s
Larry Meaux did my heads, 492's, I had 208 intakes, had 81 Z28, Bourg and Warner - Super T10(close ratio). When I tell you awesome power, went through 2 trannies, 4 drive-shafts, and 2 rear-ends, I also had Chet-Hebert solid roller- CH2, 550 lift 300 duration with forged TRW flattops, could only find 1- ONE guy in 3 counties that would race me, took that motor out the Camaro, put it in SWB truck, totaled, put it in another truck, finally back into another Z28, before it Started knocking, don't usually leave comments, when you said Larry Meaux, you said something then,the girls in that man's family has gone faster than probably 99% of the men you know right now,, this one kinda winded 2, p.s. loved the video
A friend mine a was machinist early in the early 70's took a 461casting which was a Dbl hump pre-1968casting paired it with a 186 casting installed 2.02intake valves with 3 angle valve job machined valve spring pockets with big block valve springs. When i popped the hood people looked at the heads was stunned. They are the same runners. 12.00s at 110mph 3000lbs 4spd Street Strip Chevy 2. 74 - 78.
I had a set of these 461 heads in the early 80's. They needed a full rebuild so I used them as weight for my 125Ft trot line to catch catfish, crappy and bass on all the hooks.
This may upset some people, but Richard Holdener and Golen Engines have built some exact replicas of these engines and dynoed them, most didn't even make the advertised HP. And that is with the advantage of an electric water pump and open headers. A junkyard 5.3L will make similar power to some of these "legendary" small blocks. I'm in my mid 40s and grew up on the older engines, I like them all.
There are many many variables that are often not optimized, even by many gurus. Ive watched a lot of their videos and some things are NEVER mentioned. Are they secrets or just overlooked? Some are stuck in the 70s, just like their engines.
I grew up in the late 60's ( class of 70 ) From what I remember,,,,, Chevy had 3 small block heads (casting marks on the ends). Flat rectangle ( 2 bbl passenger heads )( also head for the 265) no water jacket around the spark plug. Triangle (Power Pak ) A triangle or diamond on that rectangle, 194 intake and a water jacket around the spark plug, smaller chamber and larger ports. Double Hump or FI heads, Larger ports smaller chambers 202 intake. One time I saw a double small rectangle (supposedly early 283 FI head) That's what us High Schoolers had to go by . I am no way an expert on GM engines. I am just letting you know, that's the way it was back then. Those were the Happy days of young people enjoying the many different Muscle Cars. There was a saying " There is no replacement for displacement " ( later I learned about the small displacement high revving Italian Cars) LOL Thanks for the informative video. OH ! BTW I was young in the 60's and now I am 72 and I still haven't grown up. Watching a video of a GT 40 MK II with the 5.2 Illuminator buzzing at 8500 rpm warms my heart .
I now know 100% more about chevy heads than before I saw this video. I heard double hump heads all the way back in the 80's, along with camel hump, but never had it explained. I'm not a chevy guy if you can't tell, but these are the best porting videos on the tube. Very informative. The intake testing was too.
My friend had these heads and put them on the 327 365 horse version block. What he didn't know was they took LONGER head bolts and ended up stripping out the block trying to get proper torque. He had to put in a bunch of heli coils to bolt on the heads.
I always say, "the worse the engineer, the better my friend". I make my living from fixing problems that others can't, and at least 80% of my work is the direct result of bad engineering. It sounds like you and I will never be friends 😂😂😂
I put the exact heads on my 84 imp boat , bored the 350 mercruiser 30 over with forged flat top pistons and the 65 to 67 360 h.p. chevy factory cam. I had to keep the thermostat out of the motor for constant flow of cold seawater. It would overheat the valves when the thermostat was closed. It was a lot of compression for water usage. My 4400 lb boat with 7 adults would quickly plane up to 54 mph with a Michigan 15 x 7 stainless prop. 6 to 8 hours of beating the sheet out of it I would use consistent 22 gals of pump premium fuel . Engine would rev right to a perfect 5000 ram and keep it there forever and play with the trim tabs and outdrive trim
Until the late 1980s or so this style head was about the only thing a Chevy guy had to pick from. There were a couple of aftermarket heads but the prices back then were crazy. In this day and age we literally are SPOILED with all the parts to choose from. And most choices today are reasonably affordable. And Eric you are correct about the Ford E7TE cylinder head. They max out in the mid 150s on the intake side. They are just horrible stock. To this day I'm still surprised that the Mustang 5.0 ran as fast as it did.
I wish I had a picture of them, my Dad had a pair of very trick camel bump heads from back in the 70s, they had the water jackets filled in several areas to allow for significantly more aggressive port work.
This was my lane a long time ago. 64cc 1969, 1.94, and 2.02 intake valves were the deal for good factory heads. Gone by late 1970 model year. Large journal cranks started in 1968. GM did offer these heads over the counter, but not for long. The engines ranged from car, truck, wagons and larger commercial equipment. A 1975 Combine that screams still ran a large journal 327 truck block four bolt main, I do believe. I have a motor here from a truck. The block looks like a GM Bowtie externally. It's from a 1986 C60 truck. That block and these early heads ported with a correct bowl area and good bottom end parts could make five on the street with plump gas lol 11-1 static ratio. Five hundred HP wasn't common with many poor combinations in the 1980s. Most made 350hp thinking they made 500hp. Seat of the pants rides told the real story most times. Enjoy.
The exhaust crossover port has actually two objectives. First, it was for the EFE ( Early Fuel Evaporation) system which had a valve on the end of the exhaust manifold on one side that when the engine was cold, it was closed and diverted exhaust flow thru the intake manifold, heated the fuel for better evaporation and better driveability. When the engine got warm enough, the valve opened because it wasn't needed anymore. The valve was controlled by a thermostatic spring and later on a vacuum actuator switched by a ported vacuum switch with the sensing tip in the coolant stream. Later on this crossover was utilized for exhaust gases for the EGR ( Exhaust gas recirculating) system which lowers Nox by reburning some of the unspent fuel.
i got some aluminum fast burns when they came out those heads replaced ported 461s i ported in the early 90s that street vega was nuts ! low 6 sec 8th mile times with a 6 inch rod 406 !
I still have these on the first engine I ever built in 2018 they do good, they came with engine I bought, you can drive my 86 cutlass like a go cart on pavement and just roast the tires with a locker in the rear and 3.23s
I spent a major part of my teenage years scavenging junkyards for these heads. Everyone that had a SBC in the 70s and early 80s just had to have a set. I would do the backyard port work, install the "LT1 Carrrviiitte" springs, guide plates, and studs, and had them sold as fast as I could find and build them. Those heads hold a special place in my heart.
Dude you literally described myself and my best friends growing up ( I’m 58) , except for the selling them off part !🤣
Did the same .My father was the shop mgr at a large gm dealer i got all the engines they swapped out with new 350 & 454 4 bolt blocks.heads etc! I had full run of the machine shop I sold alot of engine parts to buy parts for my drag cars!
...I gotta 350 4 bolt 3/4 cam wit double hump heads and a Holley double pumper.
I got posi too.
Wanna run?
Im that old and never did this! Mid 80’s gm came out with aluminum heads on irocs and corvettes they were dirt cheap ! And flowed better
I grew up in the hood, and we had awesome boneyards back from 19 whenever, till about 1986- There were goodies everywhere if you were persistent and sly😎😂🤙🏼
When I was a senior in high school, mid 80's, in my advanced auto class my auto teacher drew me a picture of the "camel back" head because I was looking for small block to build. I found several SBC in a van inside there was a 283 with "power pack" heads, a 350 with who knows what, then there was the buried motor and it had the holy grail heads on them! Bought it for $150. The motor was a 327 and I thought I was the man when unloading this in the auto shop. Wound up rebuilding them by knurling the guides, 3 angle valve job on the seats, back cutting the valves, shimming the stock springs, then cutting the guides for what we called PC valve seals (the type used today). Bought a Crane cam, Clevite 77 bearings, Victor gasket set, Melling's high volume oil pump, Holley aluminum intake and carburetor. Talk about thinking you were Mr. Hot Rod magazine at 17 years old. It's kind of a bummer that searching/scrounging then putting it all together with your brain and skill for a working combination are sort of disappearing today, t's whoever spends the most money is the coolest now. Another great video.
It was my HS shop teacher that taught me about them also! I always thought up to that point if you put enough cam in something it'd run good. He said you had to get some of these heads and machine them out for 2.02 valves. How right he was!
@gregcampbell3064
Not true at the track. He who spends the least and puts you on the trailer early is king but may not win that day.
Was your teacher Mr Jimmy Peterson ? Sounds like my Power Mechanics and auto tech teacher in 1980-1982..he loved when I took my friends 69' 0r 70' SS El Camino with the factory 396 in it..the best days of my life !
My brother and I built a V8 Vega in 1978, and we specifically went looking for an engine with camel hump heads. We found a 275HP 327 4-barrel in a 1968 station wagon that had the camel humps. 1.94" intake, 1.50" exhaust. I think there were also 461 or 462 heads that had 2.02/1.60 valves on the higher power 327, 350, and DZ 302's. 292 (turbo) heads were never sold on production line cars, but they were the ultimate sbc head through the 70's. Then Chevy introduced Bow Tie heads around 1980, in either cast iron or aluminum. Yeah, I'm old.
The 462's had the 1.94" intake valve instead of the 2.02" version,,at least the 462's I had..same nice combustion chambers..I had several of the 461 and 462's..great heads.
Yep... there were several variant of heads cast with "double hump". You'd be surprised how many people think the casting mark alone means "Corvette/Impala 327 fuelie 375hp". It doesn't.
As an old timer thanks for sharing some stuff my Era. That's all I used to do just a little bowl work and port match. Still got few pairs 461,462 , set of my favorites 3927186 with accessorie holes. Other than the weight of iron. They work just fine. Gotta love old iron
I still use these and 186s on SBC builds to this day. I started building motors in the 70s and these were THE GO TO THING. One JUST went out the door with 186s and all the goodies. They are harder and harder to find and the aluminum head market has become more affordable in recent years. ❤
@@martywilsonwilsonenginesho7940 ihave a set on a sbc build for a 1956 cheverolet truck
The camel humps were still the hot ticket when I was a teenager in the 80s. Those heads, a 70s junkyard truck 400 bored out to 406, 280 cam, 3500 stall, 4.10s, ladder bars, in something light like a Chevy II or Nova, you could run in the 12s for not too expensive if you had your stuff dialed in.
On a side note, the infamous Penske TA race prepped Z/28 cars of the late 60s made 480 HP with 302ci with a cross ram and these heads, ported to Traco's specs. Dual 780 Holleys, pretty radical cam timing I'm sure, but anyway.
Nowadays, I would by the Trick Flow aluminum reproductions of these, they have modern combustion chamber design and will make more power. But these are still super cool for the history involved with them.
so true man.....seen a many 400 stock bottom end with double humps 280 cam hedders take down a many street car man......back before Big money got involved.
There's no wa
way you ran 12s and apparently your lack of knowledge over ci and performance is pathetic
😅
@@chrishensley6745😊
Traco is a name I haven't heard in decades. They knew shit, fact.
I just built a 66 327 Chevy II block with a set of 291's no porting and the final compression ratio was 11.1 to 1, also with a Crane Cam version of the Duntov 30/30 solid lifter that a guy had in his garage for 30 years and made 407 HP on the engine dyno
Love them 327,s man!
I have a 30-30 solid lifter Cam + lifters from 1969.
I turned 16 in 1984 and double humps were the best we had as a teenager. My stepdad helped me port a set of 186 heads for a flat top 350. He did a 3 angle valve job and picked out a camshaft for me. If I remember correctly it was the 327/350hp specs ground on a 108 lobe center. It ran really well in my 1967 Camaro.
Thanks Eric,
As a long time sbc fan who cringes every time I hear Ls swap it I'm glad to hear honest critique that doesn't just run the old sbc into the ground and discount their performance capability
LS swappers litterly tell the world that they are not hot rodders. Just bolt on parts is what that world is about and they are like sheep just going with the herd.
Vintage iron requires actuall grinding bending and massaging of parts to make everything optimized and perform in sinc. That's hot rodding. That's a true gear head.
@@shootermcgavin2819 lol that's a little harsh, but funny. What the LS does make super easy is port fuel injection, with the factory computer and HP Tuners. And the factory heads and manifolds flow pretty well right out of the gates. A garden variety junkyard 5.3 with no mechanical issues and a Truck Norris cam will make an honest 415 HP gross if you are a good tuner or have a good tuner. That's pretty attractive to a lot of people. I personally prefer the nostalgia of the SBC, but I can understand wanting decent power without too much fuss.
@Jim Bronson
The Holley Sniper two is here. It all plug and play with any engine or transmission. The dash can be incorporated or you can stand alone literally on Android wifi now. The dreams if the 1990s street and strip are here for mix and match. Old school SBC prior to the 90s with good bottom ends will now shine and piss off a ton of LS power plants in any trim. 350 HD truck blocks with old ported heads and a built 4L60E stall speed and hold beer 😆 wheels up fun!
Today's rings, pistons, and induction with ignition control was really about all they ever needed. You can tell it what to do not what it was asking for 😉 They ran near 800hp blown pump gas on the street back then. Now it's turbos and boost controllers so what is it's limits?
@@kenmoule825 give me the Terminator X over any TBI system. Port injection all the way.
"you know how many engineer bad ideas there are" excellent point
David Vizard has a great video up thats really good, step by step porting tech on the double hunps. He gets about 270 intake flow, enjoy ur channel Eric
On video DV says his ported iron heads are @ $4,000 per pair.
How many do you want?
I just can't sit through his videos, his voice and the way he talks drives me nuts.
I think he had a stroke, if so it's not his fault.
@@bigbelconut he had brain cancer...
He's better now he also has a new channel and is easier to understand...
I built a 327 and ported a set of 194 camel humps using his book as a guide. Lots of careful porting, awesome engine. They dont call him Vizard the wizard for nothing, the man knows his chevy small block performance.
Double Humps were so hot back in the 60s and 70s when I was driving Tri-5s and still had money . Building small blocks that screamed and aggravated everyone in our neighborhood . Choppy idle and sounded mean as Hell . oh back in the day . Awesome video .
Back in 1974, i was building lots of sbc engines. It wasn't too hard to get 350hp out of a 350. And have it very streetable. I built both the straight and angle plug heads. I found that the 194 straight plug heads were better for street use unless you had a reason to wind your motor over 6200+. Who does that? Only if your rich. (Not me) And we had the problem with octane going down. Now the 202 angle plug heads were great for serious street use and racing. But i had problems with drivability and plug fouling if the motor wasn't tuned perfectly every time. Excellent review. Takes me back to the good old days when building the sbc was simple, fun, and somewhat cheap.
⁰ò 00pm ź4wz3ez434
As a kid born in 68, I had a set of 461s but they had1.94, 1.50 exh. Awesome heads...
Interesting, I have 2 sets of ported 461 heads, 461 64cc chambers and 461X 58cc, the 461X heads were used in Pro Stock and are thicker steel around each chamber so you don’t break through to water. Always knew they flowed well for a cast iron head. Use 215’s and 58cc heads these days running 12.5:1 comp. Well over 600HP out of 383 cubes.
those 461x,s was the hot ticket....i,m 50...but back in the day they truly made a diff. when there was people that said different.....those were the true high horse small journal double heads from early 60,s till mid 60,s
My 461x heads had the smaller valve set not 2.02 ?? ; took them to Darrell Buell machine shop for hard seats and they broke-thru to the water jackets-- instant junk.
@@MrGGPRI Today they could be spray welded and used again
An NHRA Superstock 327/275 with double humps, stock port volumes (165 int/65 exh) (epoxied int, welded exh) 1.94" int 1.50 exh , flat top piston, an intake that has to fit under the stock hood and a QJet make, (an average one (mine),will make 560 hp @ 7400.
Must take a seriously specd out cam to do this?
Very impressive!
I want a video on that one!
@@TRyan-op2jo It's on my you tube dyno channel Merkley Performance. title is Superstock 327
@@tenthousanddays2103
Remember the old stick shift 57 Chevy 283 National record holder? In 86-87'
My since past machinist bought it for a 283 upgraded but never built it back again.
If I remember the center small port in the head was not for smog , it was used to heat up the intake to help warm up the carb ,to stop cold morning stumble ,hesitation on take off . More for colder climate states . We always used block off intake gaskets for racing . great video to enlighten all the new young guys about the past.
Taking your comment one step further, they also used a heat riser in one exhaust manifold that had a weight and a spring on it. When the engine was cold, idling, the heat riser restricted exhaust flow, which caused the exhaust to pass through the runner under the carb, and out the other exhaust. When the heat riser spring warmed up, it relaxed and allowed the exhaust to exit unrestricted, reducing the exhaust flow under the card.
@@frankchapp9904 Right on .
It typically comes back to emissions. Engines make many times more emissions on warm up. So the quicker they can get the incoming air warm and choke off the less emissions they make every cold start. The choke works well enough that it shouldn’t stumble cold. If it does you may need a couple sizes larger primary jets.
@@ztwntyn8 Hate to disagree , Spent a lot of time diagnosing ,carb problems back in the 70s 80s 90s for Drivability complaints , most cold morning start up problems was choke not set right . Timing off , vacuum hose's split ,heat stove pipe missing exhaust choke valve spring stuck ,and of course accelerator pump not working . So as to your possible fix to replace jet size , that was never done ,by me or any other tech . We change jets in carbs mainly for drag racing purposes , in the 2000s to today emissions got way better due to higher compression , better timing and fuel control So after 47 years as a mechanic ,learning everything from points to sliding cam shafts I would say changing jets ,would not be the correct way . 30years GM tech -17yr city fleet tech . My 2 cents
Started running a small fleet of c30 type trucks and a few strip and off-road vehicles in 1980. Cooling the heads was not a bad idea. Greatly helps with engine longevity.. The cross over exhaust port was to help with our cold county engine warm up as well as engine longevity. Still running a couple of those C30's and the 450hp to the ground SBC in a Landcruiser . It's not just the power you need. It's keeping it up and running for years (and miles) that matters.
Eric.. you left out the Chevy 292 Turbo heads.. Made famous by Bill Grumpy Jenkins.. you could by them at any Chevy dealership.. They had screw in studs, 2.02 intake and 1.6 ex value and they were 180 cc. Also they were angle plugs. They're were the best.cast iron heads back in the day.. keep up the good work
461X heads had the big intake ports also. As to how good vortec heads are in the 90s we had a costumers 2barrel motor lost a whole point in compression and was still up over 20 hp on a 1.94 vortec. 2.02 valves just hurt flow on them.
Ported a set of 291’s in 86’, still have them. On a 355 FT with 280H Magnum single plane chassis headers. Totally awesome street power.
Shittt.I ported mine back in 1989 and had them on my motor up until last year lmfao.Finally bolted on some AFR’s.Camel hump head are great heads.
me to...but a early 327 .040 from 90.
Great content Eric.
Thanks for sharing.
I built alot of these heads back in the day.
461 and 462.
Great cylinder heads for what there were.
Take care, Ed.
Your right about the 461,462s and they didn't have bolt holes in the front for options like that started doing in the early 70s.
@@BigWood31311969 was all accessories hole heads unless they were leftovers
I remember sometime around 1990 I spent a fortune getting a set of double humps done with all the goodies. Can't remember for certain but I want to say I had accessorie holes added.
Congrats on 25k subs! I love your videos. I can't wait to be able to buy some heads from ya
I have seen 377 SBC with double hump heads made 480 HP to the wheels that in a street car. 10.5:1 compression 107 lsa flat tappet cam shaft and a 750 Holley double pumper carburetor. Rear Gear ratio 3:73
Thank you for this video!!!
It brings back a lot of memories there are some good cast iron heads with 64 cc chambers that have front assessories holes. I still have many of those old heads from building asphalt circle track engines.
I’ve watched this video like 3 times now, the double humps we’re getting phased out in mid 90’s when I began, still cool though and respect them as well as their legacy. I’d like to send you some big block Olds heads to flow, they were cut for the “big” BBO valves, minor blend (like these 491’s), the AIR bumps in the exhaust runners smoothed and intake valves were back cut.
Great video, Eric. I used to have Two sets of them. Heads back in the early 80s. Thanks for sharing. Always wondered about how they flowed GODSPEED
Thanks for educating the younger generation about Chevy high performance in the 1960's. I have a stock 327 with those same double hump heads in my '65 Impala. That big, heavy car can do 0 to 60 in 8 seconds with dual exhaust and powerglide! The power is astounding! My '03 Escalade has a 5.3 L Vortec V-8 with almost as much horsepower as my 327.
They fit a 283 ! I used them on a 283 w/ 327 / 375 hp cam w/ solid lifters. Amazing how well that worked. Loved had the studs pinned. Built motor in 1969 year I got out of high school.
Was just thinking bout this the other day!
. My Dad done a lot of drag racing back in that time period and his daily driver was a 65 Chevelle SS with a 283 and Muncie 4 speed. . It was a solid lifter motor, with a set of the fuelie heads that he had brazed up and cut the B in the shape of the Powerpack triangle to get past tech for limited stock class.😅
That little motor was an absolute screamer, turning high12-13 quarters at a dragstrip in the mountains of rural Appalachia. Loved to pick on unsuspecting hemis with it.
I remember years ago I had a 383 sbc with those heads on it. I thought it was hot snot. I eventually bought some Trick Flow G2 heads with the canted valves and never looked back. I wasted so much time and money on trying to save money.
Thats why ported iron heads cost $4,000. TIME.
Nobody would run them except in restricted nostalgia classes.
I'm glad you mentioned Larry. He was one of the best with iron heads back in the day
I'm glad to see all the comments on such old heads❤❤❤😊😊 Im running 186 headon my 91 3/4 4Wd and a Qjet carb ,love it!!
The double hump heads with the accessory holes were casting number 186. There were also an early seventies head that didn’t have the double humps that also had accessory holes that were performance factory castings with the 64 cc chambers that were casting number 041. I have a pair of those. Chevy also made casting number 292 heads that were angle plugs but were never offered on a factory car. They were off-road use only and were also the version that many of the aftermarket heads afterwards were designed from.
Had angle plug heads in 90s on my 350 no problems mild cam rollers 750 TRW pistons t400 3.7s run 12.8
Was in search of these for awhile with no luck , but out of the blue me and my grandpa decided to pull the engine out of an old C60 Chevy he had and low and behold , there sat atop the sbc cylinders , a magical set of double hump heads.
I had a set of 492s on a 350 I built back in 1993. They were not angle plug heads, and they were 1.94/1.5 but they were still good for 300 HP on a 1988 Caprice. The 492s were available either as straight or angle plugs. The 492s also had the accessory drive bolt bosses/holes drilled in them where the earlier heads, like these 461s, did not. There were also 462 heads that were of this vintage and the difference was the 461 was a 'closed chamber' head and the 462 is an 'open chamber' head. The 492 is the same as a 462 but with those bolt holes in the ends. Also, the extended water jacket allowed them to get more compression on pump fuel at the time, these were 30 years before the 'reverse flow' SBC Gen 2 engines came out (the LT1/LT4). The exhaust port in the middle of the intake side is for a 'heat stove' under the intake plenum, which facilitates faster engine warm up times by allowing the heat to better vaporize the fuel coming out of the carb. It's not for emissions, it's for driveability.
Thanks for the content looking forward to what’s coming in the future. I have a 70 Chevelle with a 406 and a set of old double hump 2.02 angle plug heads. Basically stock bottom end still has dished pistons, Elgin hydraulic flat tappet cam. Basically old school stuff top to bottom. Always surprises people how well it runs in that heavy car.
that was a HOT ticket back when you could find 400,s and just bolt them babies on!!! seen a many with a 280 cam,alum intake cheap headers and be in the 12,s easy.
Man thanks for all your videos I have a set of 291s I will be bringing to you towards the end of the summer once I get finished with them. And I have a set of 441s that are stock
Best heads ever built by Chevy back in the day were the 292 angle plug heads! Awesome flow for stock heads.
Great info and video ! I built a 327 this summer for my 66 c10 with 461 heads, dome pistons, 327 iron intake , quadrtajet, 262xe comp cam, 3:73 gears and t5 camaro 5 speed. The 327 rips good and is alot of fun it revs so quick . I been building ls stuff last bunch of years turbos etc but still luv the old school sbc. While looking for parts for that 327 i came across a L97 327 short block and 462 bigger valve heads all ported, threaded rocker studs , sprung for bigger cam . Im gonna rebuild that one up as well and use it in a 45 chev pick up its such a fun little engine
There was also the GM sbc (370) castings which were a fully closed chamber head but with accessory holes drilled for long waterpump stuff. For that reason. I always tried for those if when I could get them. They port up well and were a great alternative.
me too...most dont know that...same as 186,s landed a set cheap last year
I still run a set of 186,s on my 355 with a Procharger. Installed larger valves.
I totally remember the craze over those heads , and some of the factory cars they came on. Thanks you for an informative , historical video.
3927186, small humps then the 041 also good heads. This is a good video, shows technology we had in the 60s,70s .stock they did pretty good. Some of us perfected them. Anyway for what we had to work with. Along with solid lifters and good cam they produced good H P I'm 70 and still having fun with them. Keep bringing it. Gotta love old iron
I have old pair of world products SR heads,with 1.94 intakes. They incorporated all the good fueler head characteristics into 170cc rough ass castings. 10 hrs each bowl ,chamber and Port match. With 406 with old 272 rv2 crane cam,3750lb chevelle went 100mph @13.37. 5,000 rpm. Nice truck motor in a hot rod makes you smile.
Old 300 Horse 327 Cubic Inch Heads... even found in late sixties 4 door grocery gettin Impala's and Wagons. Porting, Static Compression and the Right Cam... they set a couple of National Records back in the day with a few tricks on the side. One of the long-term engine builders in my area told me they converted them to angle plug heads to aid in part flame travel across the dome. (suspect dome mass had a part in moving the plug too)
Well guess the old Chevy heads and blocks I got laying around might be worth something after all great video you made a old hot roders day .
This is off the top of my head. 461’s were the “Fuelie head”, in -65 they had the 461X, that was the 375 HP 327 Rochester Injected Vette.
292 was a mid -70’s Chevy Performance head, I remember them being referred to as “Turbo heads”, not that there was any turbocharging in the picture. Then in the late -70’s / early -80’s, is when the “Bow Tie” parts came into being.
I bought a 70 1/2 Z28 Short Block (LT1) with the solid cam 370 hp from my local Chevy dealer back in the early 70's and hit the local bone yards for a set Fulie heads with the double humps. I had the heads reworked and don't knok how much hp it made but it pulled really great!
Awesome empirical evidence. Thanks for taking the time to actually look at the ole humps and share the data.
Own a pair of #041 heads that were manufactured in 1969. They are identical to the double humps except they came from the factory with the threaded accessory bolt holes. They're great heads and are often approved for use in many racing classes. They're also really good heads for a budget hi perf street engine build....love 'em!
Summer of 94, I angle milled 14 pairs of heads for guys running at Enid and other Oklahoma tracks. .125 off the plug side and zero off the intake side. Mill the intake flange back to 10°, face the head bolts holes and funny business with thick intake gaskets. With pistons a little out of the hole you could make good compression with flat tops. Taking the press in studs out and tapping for screw in studs was the worst job in the shop. Glad to see this video!
I built back in 2000 a 383 with 461's
Making about 450 HP The car is a 1980 Firebird I run at Gainesville, FL. 1/8 mile 7.55 and 11.7 1/4 mile.
461's are good Heads. !!! PS. 110 VP Gas 13 to 1 compression.
35 years ago I bought a 70 400 short block from Pick & Pull and just freshened it up, and added a flat tappet hydraulic cam and stock fuelly heads, double hump, and my 68 Camaro ran really well considering I had next to no money in the engine. Those heads originally came out on the 57 fuel injected 283 in the 57 Chevy. It was rated at 283 h.p. but made well over that.
I had 3 pair of the 085 64CC chamber heads bolted to 383 Strokers in my weekend warrior days. 1976 El Camino, 1984 Regal and 1980 4 door Malibu sleeper. LOTS OF FUN!!!!
Great topic ,thanks for doing this one about double hump heads
@Eric Weingarten......I freaked when you mentioned Larry Meaux, I know him personally and I used to go visit him and was amazed at the skills he had, he had many meticulous templates, throat, short turns, and notes taken to make small block heads flow, with many NHRA records broken and set, I was 17 when I made him do me a bowl job and multi angle done on my street big block Camaro, and when I was 30, I hooked up with his long time helper Dave, and he started showing me how to do valve jobs, pocket port, and general machine shop services on milling, screw in studs, etc. I hadn't seen Meaux in years, I might stop by to see what he is doing these days, I'm only 45 minutes from him... But yes he was our local God on small block heads...THANK YOU THANK YOU for mentioning Larry Meaux from Meaux Louisiana. ....really !! Meaux from Meaux (Moe)
There's also the 461X heads, which was even better than your standard 461, but they are rare! They were the true holy grail back in the day, but they got sewer size ports.
Yep!! The True high horse small journal early-mid 60,s double hump.
Yes, i still have the camel hump heads. Had them on a 383 stroker. Nice clean running motor. Broke my yoke on my rear diff , and studs on my right rear wheel. Trial and error when i was young. Theres a kit also that allows you to pin the studs so that they dont back off. Because the studs are pressed in.
There were 492 double hump heads that were over the counter replacement heads, 64cc with accessory bolt holes, straight plugs, 2.02 intake, 1.6 exhaust valves, and screw in rocker arm studs. I put a set of them on a 72 SS Camaro I restored and still own. The exhaust crossover heated up the thermostatically controlled choke spring mounted on the intake manifold for the automatic choke. There was also a thermostatically controlled spring on a flapper valve on the passenger side exhaust that when cold would force more hot exhaust gasses into the crossover. As the engine warmed up the flapper valve would open up and let exhaust gasses out the pipe. Aftermarket intake manifold gasket sets would come with a metal plate to block the crossover but if you had an automatic choke you had to drill a small hole in the plate to let some exhaust gasses pass through or the choke would take too long to open.
Heating the intake absolutely serves a purpose. It is for better fuel atomization, that is also why you see ribs on the inside of the plenum on a stock intake. It converts the droplets to vapor. Very important for daily driver use.
I had a '71 blazer with a stock 350. It was a dog. Installed 202 humper pumpers and woke it right up. Much better mileage and power. I like the fact that so many people think they are "junk", it makes them more available for me. 1960's technology that struggles to compare with 2020 technology. What a revelation. 😁
461X heads came with 2.02/1.60 valves in them from the factory. They're pretty rare, but I did have several pairs of them in my garage about 30 years ago. I gave a good friend of mine a pair and 30 years later he still has them. GREAT flowing stock heads. They were THE cylinder head to have is you were a circle track racer back then.
Thye had larger intake ports from the factory.
I had 2.02s put in my factory 1.94 head. Had to unshroud the combustion chamber to get some usable flow gain. I ran them on my daily driver until about 1997.
The exhaust crossover was for cold weather operation. There was a bimetal spring loaded butterfly valve section bolted to the right hand exhaust manifold outlet. When cold, the butterfly valve forced exhaust gas through the intake manifold passage right under the carb to heat it up quickly. The same heat also heated up the bimetal spring in the well in the intake manifold that held the choke closed. The heat from the right hand exhaust manifold opened the exhaust butterfly valve within minutes.
My grandma's 64 Impala station wagon with 283 and Powerglide has that butterfly valve even though it was built at the Van Nuys, Calif, plant. She would never drive the car until the green cold engine light on the dashboard went out. My best friend's dad was a contractor and we noticed that his dual exhaust truck didn't sound right. That exhaust butterfly valve was rusted in the closed position. The shaft was seized and we banged it open permanently just for fun.
Thanks for sharing that great video Eric. I did not know there were multiple versions of the Camel hump heads. As great as these heads are, they will still never beat a set of 180 cc out of the box Dart Iron Eagles. I watched one video where the iron eagles produced 70 more hp on the same engine on the dyno. But if I recall correctly Iron Eagles weren't even available until the early '80s. I wish I would have had a set of these on my 307 powered '70 Malibu back in the day!
Great video. Just over 900,000 views. Illustrates how an old lower performance aftermarket head will way out perform modified 882 heads. The morons in that comment section scream "apples to oranges" because the whole point of the video went right over their head. The whole point is to show how different in performance Iron Eagles and 882 heads are
My friend got a set of iron Dart heads but, never built the motor. He passed away March of '22. I was in his shop helping move stuff and identifying stuff when I ran across the heads. They had been stored in his garage and one of them was rusty on the deck surface. I'm pretty sure I can save them but, damn!
I ran these in the 90’s in Wichita. I loved them. My boss sold me his heavily worked heads from his dirt track motor.
Thanks very much for that great video.... I've just put a set of 461s on a 350 I've put together at home for a mild jetboat motor.. Cam intake exhaust flat top pistons etc... Every one said go LS... Out here in New Zealand but I don't have the money for LS... It certainly makes me feel better now that I'm on the right track with making some old school power... Hopefully it makes at least 300hp😬 most guys were saying you'll be lucky to get 250hp...don't bother throw 10k or more at it and by a LS...🙄
Definitely like to see the 882 test! Thank you Eric
Ran my 301 Chevy with these after finding a pair.....certainly a different amount of horsepower than the old 'power pack' 282 heads. I, too, did a minor port job and found even more juice. You can't just hog out the ports but rather pursue the flow like you did. I've ported several 460 Ford heads and those even need some port filling with Devcon F to get good flow on the exhaust side. I share your questioning the "bathtub" open chamber practice. Good upload.
Thank you for this video, I don't have any 461's but I have the later 291's and some 492's with the angle plugs.
Cant wait to see this sbc head test. Sounds great.
Most seem to forget or don’t know that Chevy won the 68&69 Trans-Am championship with a 302 as the rules limited engine displacement to 5 liters. Those engines were and are still making 450-500hp. In 69 they ran against the boss 302 which should have had a huge advantage over every other engine in competition.
Richard Holdener did a video comparing the dyno performance of the DZ302 and Ford 302 Boss engines. Search for it on TH-cam.
Eric. I have in my junk collection a set of 441 open chamber and a set of 041 closed chamber. Both have some port work. Also need to look i should have a set of 487x heads complete stock. Been sitting for 20 plus years. I bet the shipping to send it all out to would be crazy. Keep the vids coming. I am recovering from open heart surgery and cant do anything right now.
And.. there it is. An unbiased not bs test most couldn't or will never do
Wow! Finally the flow numbers of one of the classics heads of sbc! Eric, I'd love to see the flow #s of the L98 aluminum 113s'
The l98 flows a bit less but they had other advantages. The valves were a touch smaller (though some camel humps on budget engines had pressed rocker studs and the 1.940/1.500" valves) but the chambers were small enough for small engines and would give compression to a dished piston 350 as well.
The flow numbers I've found for the 113 head shows the intake side maxing out right around 198-200 cfm.
Do a Google search on "Stan Weiss cylinder head flow" and see what comes up. He has flowbench data from literally hundreds of different heads.
@@robertwest3093 Lingenfelter was getting 260-270 cfm out of the 113s back in the early 90s with excellent port velocity. I had a pair on a 305 with a XFI 276 cam that made 423 hp @ 6,400 rpm using a single plane intake and GM 2" bore 454 TBI unit.
186 double humps started in 69. Basically the exact same head as the 461 with same 64cc chamber but with accessory holes. Commonly seen on the 302 DZ engine, 350-300hp and the LT-1 350-370hp. The higher HP versions with 2.02/1.60 valves. Hope that helps.
One of these days Eric I'd love to see you review the Trick Flow version of these hump heads. They reproduce an aluminum version for those of us that like stealthy, but are enhanced a bit with modern chambers, larger runners etc... I've been meaning to order a set for a build I've had on the back burner.
186's had a 462 chamber
@@Levisnteeshirt1
They were 64cc. In fact the factory 2.02 valve version is easy to tell as they actually had a machined relief in the chamber for the valve from the factory. The 1.94 version didn't have that.
I built an 11:1 SBC in 79' with a solid flat tappet Isky short oval cam, single plane intake and it ran pretty well in a 68' Camaro with 4.56 gears
Hey Eric I'm that old, in 1971 I paid 200 bucks for a pair ready to bolt on to my '57 Sedan Delivery which I still have. In 1974 I bought the 1970 Z-28 that's on my name thumb nail, they were the #186's with the accessory holes. The '70-71 LT-1 Corvette, the one with the big block hood had the unobtainium 187's.
I had a set of those camel humps on an old 68 Camaro one time 194 closed chambered camel humps. They work great stacked 2 nitrous plates on it and I was never the same
Eric, I’m am a PhD engineer and this was good info.
I had many sets of these heads exactly the 461 casting and had them for years but I’ve been around a long time. I also have a 427 side oiler engine that I found in a car in a field when I was young I went to the payphone, called. My father told him what the motor looked like and he told me do whatever I had to do but don’t leave that area without that car or motor because I didn’t realize what it was at the time. Honestly, I also have a Pontiac 421 and may be a few dual quad cross ram intake, manifolds for big block Mopar’s
o yea the old days we would go allover for 461 and 462 double humps and
the famous 4 bolt main block great video
Larry Meaux did my heads, 492's, I had 208 intakes, had 81 Z28, Bourg and Warner - Super T10(close ratio). When I tell you awesome power, went through 2 trannies, 4 drive-shafts, and 2 rear-ends, I also had Chet-Hebert solid roller- CH2, 550 lift 300 duration with forged TRW flattops, could only find 1- ONE guy in 3 counties that would race me, took that motor out the Camaro, put it in SWB truck, totaled, put it in another truck, finally back into another Z28, before it Started knocking, don't usually leave comments, when you said Larry Meaux, you said something then,the girls in that man's family has gone faster than probably 99% of the men you know right now,, this one kinda winded 2, p.s. loved the video
A friend mine a was machinist early in the early 70's took a 461casting which was a Dbl hump pre-1968casting
paired it with a 186 casting installed 2.02intake valves with 3 angle valve job machined valve spring pockets with big block valve springs. When i popped the hood people looked at the heads was stunned. They are the same runners. 12.00s at 110mph 3000lbs 4spd Street Strip Chevy 2. 74 - 78.
I had a set of these 461 heads in the early 80's. They needed a full rebuild so I used them as weight for my 125Ft trot line to catch catfish, crappy and bass on all the hooks.
This may upset some people, but Richard Holdener and Golen Engines have built some exact replicas of these engines and dynoed them, most didn't even make the advertised HP. And that is with the advantage of an electric water pump and open headers. A junkyard 5.3L will make similar power to some of these "legendary" small blocks. I'm in my mid 40s and grew up on the older engines, I like them all.
There are many many variables that are often not optimized, even by many gurus.
Ive watched a lot of their videos and some things are NEVER mentioned. Are they secrets or just overlooked?
Some are stuck in the 70s, just like their engines.
I grew up in the late 60's ( class of 70 ) From what I remember,,,,, Chevy had 3 small block heads (casting marks on the ends). Flat rectangle ( 2 bbl passenger heads )( also head for the 265) no water jacket around the spark plug. Triangle (Power Pak ) A triangle or diamond on that rectangle, 194 intake and a water jacket around the spark plug, smaller chamber and larger ports. Double Hump or FI heads, Larger ports smaller chambers 202 intake. One time I saw a double small rectangle (supposedly early 283 FI head) That's what us High Schoolers had to go by . I am no way an expert on GM engines. I am just letting you know, that's the way it was back then. Those were the Happy days of young people enjoying the many different Muscle Cars. There was a saying " There is no replacement for displacement " ( later I learned about the small displacement high revving Italian Cars) LOL Thanks for the informative video. OH ! BTW I was young in the 60's and now I am 72 and I still haven't grown up. Watching a video of a GT 40 MK II with the 5.2 Illuminator buzzing at 8500 rpm warms my heart .
I now know 100% more about chevy heads than before I saw this video. I heard double hump heads all the way back in the 80's, along with camel hump, but never had it explained. I'm not a chevy guy if you can't tell, but these are the best porting videos on the tube. Very informative. The intake testing was too.
Fuelie head, or street names Camel hump or double hump
My friend had these heads and put them on the 327 365 horse version block. What he didn't know was they took LONGER head bolts and ended up stripping out the block trying to get proper torque. He had to put in a bunch of heli coils to bolt on the heads.
As an Engineer... Love the comments! I still curse other Engineers daily....
LOL so true. And it seems like the engineer with the worse idea always gets the go ahead.
I always say, "the worse the engineer, the better my friend". I make my living from fixing problems that others can't, and at least 80% of my work is the direct result of bad engineering. It sounds like you and I will never be friends 😂😂😂
Thanks for sharing your knowledge.
These little heads were pretty good for way back in 1960's
And I'll take a set today for next to nothing for building a grocery getter...
Got 3 sets of cast, one set on a DART 383. I love them & run aluminum knock-offs on my daily driver.
I put the exact heads on my 84 imp boat , bored the 350 mercruiser 30 over with forged flat top pistons and the 65 to 67 360 h.p. chevy factory cam. I had to keep the thermostat out of the motor for constant flow of cold seawater. It would overheat the valves when the thermostat was closed. It was a lot of compression for water usage. My 4400 lb boat with 7 adults would quickly plane up to 54 mph with a Michigan 15 x 7 stainless prop. 6 to 8 hours of beating the sheet out of it I would use consistent 22 gals of pump premium fuel . Engine would rev right to a perfect 5000 ram and keep it there forever and play with the trim tabs and outdrive trim
Until the late 1980s or so this style head was about the only thing a Chevy guy had to pick from. There were a couple of aftermarket heads but the prices back then were crazy. In this day and age we literally are SPOILED with all the parts to choose from. And most choices today are reasonably affordable. And Eric you are correct about the Ford E7TE cylinder head. They max out in the mid 150s on the intake side. They are just horrible stock. To this day I'm still surprised that the Mustang 5.0 ran as fast as it did.
Back in the day (80's) had angle plug Bowtie heads on 350 in my '72 Vette 3.73 rears.
I had a pair of those one ninety four close chambered . I put 2.125 nose. On a loose but good bottom end.
Ran like a bat out of hell..
I wish I had a picture of them, my Dad had a pair of very trick camel bump heads from back in the 70s, they had the water jackets filled in several areas to allow for significantly more aggressive port work.
I believe the crossover port was for cold weather operation to help prevent fuel from condensing out in the manifold and to aid in startup.
This was my lane a long time ago. 64cc 1969, 1.94, and 2.02 intake valves were the deal for good factory heads. Gone by late 1970 model year. Large journal cranks started in 1968. GM did offer these heads over the counter, but not for long. The engines ranged from car, truck, wagons and larger commercial equipment. A 1975 Combine that screams still ran a large journal 327 truck block four bolt main, I do believe. I have a motor here from a truck. The block looks like a GM Bowtie externally. It's from a 1986 C60 truck. That block and these early heads ported with a correct bowl area and good bottom end parts could make five on the street with plump gas lol 11-1 static ratio. Five hundred HP wasn't common with many poor combinations in the 1980s. Most made 350hp thinking they made 500hp. Seat of the pants rides told the real story most times.
Enjoy.
The exhaust crossover port has actually two objectives. First, it was for the EFE ( Early Fuel Evaporation) system which had a valve on the end of the exhaust manifold on one side that when the engine was cold, it was closed and diverted exhaust flow thru the intake manifold, heated the fuel for better evaporation and better driveability. When the engine got warm enough, the valve opened because it wasn't needed anymore. The valve was controlled by a thermostatic spring and later on a vacuum actuator switched by a ported vacuum switch with the sensing tip in the coolant stream. Later on this crossover was utilized for exhaust gases for the EGR ( Exhaust gas recirculating) system which lowers Nox by reburning some of the unspent fuel.
i got some aluminum fast burns when they came out those heads replaced ported 461s i ported in the early 90s that street vega was nuts ! low 6 sec 8th mile times with a 6 inch rod 406 !
They were great had 4 or 5 pairs over the years.yes they did
I still have these on the first engine I ever built in 2018 they do good, they came with engine I bought, you can drive my 86 cutlass like a go cart on pavement and just roast the tires with a locker in the rear and 3.23s