Dart Iron Eagle heads

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10-27-2005, 10:03 AM
1bad75vette

Dart Iron Eagle heads

Are these good heads how do they compare to the sportman 2. I am looking at the ones form sdpc they have a kit for 900 bucks. The combo would be
350 bored 30
lunati voodoo cam 60102LK 262/268 219/227 .468"/.489" 112/108 Hyd/Hyd 1400-5800
Weiand Stealth duel plane intake and a holley 770cfm carb.

This is what the sdpc kit has
64cc Dart Iron Eagle head kit for small block Chevy. 2.020"/1.600" valve diameter (intake/exhaust).

The SDPC Dart Iron Eagle Head kits includes one pair of Dart Iron Eagle assembled cylinder heads, ARP High Performance Series 170,000 psi head bolts and a pair of Fel-Pro #1003, pre-flattened steel, .041 in. thick, 4.166 in. bore, head gaskets.

Thanks
10-27-2005, 10:07 AM
erik erikson

Re: Dart Iron Eagle heads

Quote:

Originally posted by 1bad75vette
Are these good heads how do they compare to the sportman 2. I am looking at the ones form sdpc they have a kit for 900 bucks. The combo would be
350 bored 30
lunati voodoo cam 60102LK 262/268 219/227 .468"/.489" 112/108 Hyd/Hyd 1400-5800
Weiand Stealth duel plane intake and a holley 770cfm carb.

This is what the sdpc kit has
64cc Dart Iron Eagle head kit for small block Chevy. 2.020"/1.600" valve diameter (intake/exhaust).

The SDPC Dart Iron Eagle Head kits includes one pair of Dart Iron Eagle assembled cylinder heads, ARP High Performance Series 170,000 psi head bolts and a pair of Fel-Pro #1003, pre-flattened steel, .041 in. thick, 4.166 in. bore, head gaskets.

Thanks

For your application these would be great.You would be better off with a 600 carb.
10-28-2005, 12:09 AM
camaro_fever68

I'm running a set of Iron Eagle 215cc on a 420cid small block chevy and I love em. Out the box peformance. The engine your building is going to be an awsome torque monster. I don't think I'd drop to a 600 holley though. I think your doing good with the 770 vacuum secondary. Should work out perfect.
10-28-2005, 03:02 AM
erik erikson

carb size

Quote:

Originally posted by camaro_fever68
I'm running a set of Iron Eagle 215cc on a 420cid small block chevy and I love em. Out the box peformance. The engine your building is going to be an awsome torque monster. I don't think I'd drop to a 600 holley though. I think your doing good with the 770 vacuum secondary. Should work out perfect.

Here is a formula for carb. sizes.CID X MAX RPM DIVIDE BY 3456.Based on this formula you would need around 627 cfm.This is based on 6,200 r.p.m.s. max. rpms.600 is much closer than 770.
10-28-2005, 09:59 AM
1bad75vette

The car has a th400 tranny and 3.08 gears. That sounds good to hear it be a tq monster that is what i want is a lot of tq because it is a street car.
10-28-2005, 10:15 AM
camaro_fever68

carb size

I don't want to open a can of worms here but, I know the formula. It works out great and should be closely followed with a double-pumper carb. But with a vacuum secondary you can go about 100 plus cfm more without hurting bottom end and it enhances top end performance. Look at the vacuum secondary as a variable cfm carb because unlike a DP, the vacuum secondary is only going to use what it needs. The 750 still has a 1.4 main venturi size which is the right size for a 350-400 sbc.
If you dynoed that combo with a 600 dp and a 750 vacuum secondary the 750 would rule because when you go to wot on the 600 you open all 4 barrel instantly killing all vacuum to the engine down low then as it comes back it runs out of air flow up top. The 750 vacuum only opens the front barrels then lets the engine open the back barrels as needed, there fore up in the top end you have enough cfm to make more power. Oversizing carb has all to do with venturi size and booster signal. A 850 holley has a 1.5 venturi which really hurts booster signa on smaller engines. JUST MY OPION AND EXPERIENCE
10-28-2005, 10:45 AM
techinspector1

"Oversizing carb has all to do with venturi size and booster signal."

I agree, but would add that it has to do with the venturi size and attendant signal on the PRIMARIES. A good example would be a quadrajet with the tiny little primaries for excellent throttle response paired with huge secondaries. It's not uncommon for an 850 quadrajet to work well on a street 350.
10-28-2005, 10:55 AM
camaro_fever68

I couldn't agree more tech.
10-28-2005, 05:29 PM
erik erikson

Re: carb size

Quote:

Originally posted by camaro_fever68
I don't want to open a can of worms here but, I know the formula. It works out great and should be closely followed with a double-pumper carb. But with a vacuum secondary you can go about 100 plus cfm more without hurting bottom end and it enhances top end performance. Look at the vacuum secondary as a variable cfm carb because unlike a DP, the vacuum secondary is only going to use what it needs. The 750 still has a 1.4 main venturi size which is the right size for a 350-400 sbc.
If you dynoed that combo with a 600 dp and a 750 vacuum secondary the 750 would rule because when you go to wot on the 600 you open all 4 barrel instantly killing all vacuum to the engine down low then as it comes back it runs out of air flow up top. The 750 vacuum only opens the front barrels then lets the engine open the back barrels as needed, there fore up in the top end you have enough cfm to make more power. Oversizing carb has all to do with venturi size and booster signal. A 850 holley has a 1.5 venturi which really hurts booster signa on smaller engines. JUST MY OPION AND EXPERIENCE

He has a 3.08 gear and he does not mention a stall.First you tell him to run a 770 and now a 750 carb.If you compare a dyno to the real world I would place money on the 600 c.f.m. making the car run better for real world driving.The dyno is great but how much time do think an engine like this is going to spend at W.O.T.?
10-28-2005, 10:02 PM
camaro_fever68

Re: Re: carb size

Quote:

Originally posted by erik erikson
He has a 3.08 gear and he does not mention a stall.First you tell him to run a 770 and now a 750 carb.If you compare a dyno to the real world I would place money on the 600 c.f.m. making the car run better for real world driving.The dyno is great but how much time do think an engine like this is going to spend at W.O.T.?

The 770 and the 750 are basically the same carburetor. Same venturi size and booster. Just streamlined a little bit.
He could take either one of them carbs mentioned here and put a K&N stub stack on it and it will make great low end torque and high end horse power while enhancing booster signal. This whole paragraph only holds true to a vacuum sec. carb. The stubstack contours the air entering the carb much like milling the whole choke horn off. It will add about 5 hp by it self. I would only run any thing less than a 750 vac. sec. on a totally stock motor or a motor smaller than a 350cid such as 327 on down.

Just another opinion Ray**)