Pro Comp headed 501 engine dyno'ed

I thought someone might be interested in this.
This engine is for a street rod with an exposed engine so, these heads were provided by the owner as they are very plain outside and polish well. We put it on the dyno to break-in the cam, look for leaks and obvious things to be addressed.
The power numbers about knocked us over after we put-in the inner valve springs,
619 horsepower at 6,400 RPM and 582 lb/ft of torque at 4,600 RPM

4.390" bore x 4.14" stroke ... offset ground, stock 460 crankshaft
A connecting rod set from a 8.0 liter GM big block ... 6.696" long bushed small end to .990"
ICON forged flat-top pistons ... IC855/KTD
10.5/1 compression ratio
Bowl ported heads not flowed but, previous heads of this type are around 300/200 cfm
2.19" intake valves & 1.710" exhaust valves
Lunati hydraulic flat-tappet custom camshaft with their Micro-Trol lifters
  288/297@ .006" - 245/250@.050" - 159/162@ .200" - .359"/.362" lobe lift - 111 separation +2; 109 intake center-line.
  theoretical valve lift with 1.73/1 Lunati Voo-Doo rocker arms = .621"/.626"
polished Trick Flow "track Heat" intake manifold
Quick Fuel "black Diamond" BD-830 carb with electric choke
1 7/8" to 2" stepped primary - 3 1/2 collector 20" long dyno headers.

It is a shame this is for a cruiser / parking lot queen. He'll probably never use it.

rmcomprandy wrote:I thought someone might be interested in this.
This engine is for a street rod with an exposed engine so, these heads were provided by the owner as they are very plain outside and polish well. We put it on the dyno to break-in the cam, look for leaks and obvious things to be addressed.
The power numbers about knocked us over after we put-in the inner valve springs,
619 horsepower at 6,400 RPM and 582 lb/ft of torque at 4,600 RPM

4.390" bore x 4.14" stroke ... offset ground, stock 460 crankshaft
A connecting rod set from a 8.0 liter GM big block ... 6.696" long bushed small end to .990"
ICON forged flat-top pistons ... IC855/KTD
10.5/1 compression ratio
Bowl ported heads not flowed but, previous heads of this type are around 300/200 cfm
2.19" intake valves & 1.710" exhaust valves
Lunati hydraulic flat-tappet custom camshaft with their Micro-Trol lifters
  288/297@ .006" - 245/250@.050" - 159/162@ .200" - .359"/.362" lobe lift - 111 separation +2; 109 intake center-line.
  theoretical valve lift with 1.73/1 Lunati Voo-Doo rocker arms = .621"/.626"
polished Trick Flow "track Heat" intake manifold
Quick Fuel "black Diamond" BD-830 carb with electric choke
1 7/8" to 2" stepped primary - 3 1/2 collector 20" long dyno headers.

It is a shame this is for a cruiser / parking lot queen. He'll probably never use it.

Nice horsepower and torque numbers!!!

rmcomprandy wrote:
It is a shame this is for a cruiser / parking lot queen. He'll probably never use it.

I'd not have guessed that , good work

In a nutshell would you say the pro comp is basically a aluminum DOVE head?

stanger68 wrote:In a nutshell would you say the pro comp is basically a aluminum DOVE head?

NO ... it has 93cc combustion chambers and a much better exhaust port.

A closer comparison would be to a production D2OE-AB Police Interceptor head but, having better exhaust ports.

rmcomprandy wrote:I thought someone might be interested in this.
This engine is for a street rod with an exposed engine so, these heads were provided by the owner as they are very plain outside and polish well. We put it on the dyno to break-in the cam, look for leaks and obvious things to be addressed.
The power numbers about knocked us over after we put-in the inner valve springs,
619 horsepower at 6,400 RPM and 582 lb/ft of torque at 4,600 RPM

4.390" bore x 4.14" stroke ... offset ground, stock 460 crankshaft
A connecting rod set from a 8.0 liter GM big block ... 6.696" long bushed small end to .990"
ICON forged flat-top pistons ... IC855/KTD
10.5/1 compression ratio
Bowl ported heads not flowed but, previous heads of this type are around 300/200 cfm
2.19" intake valves & 1.710" exhaust valves
Lunati hydraulic flat-tappet custom camshaft with their Micro-Trol lifters
  288/297@ .006" - 245/250@.050" - 159/162@ .200" - .359"/.362" lobe lift - 111 separation +2; 109 intake center-line.
  theoretical valve lift with 1.73/1 Lunati Voo-Doo rocker arms = .621"/.626"
polished Trick Flow "track Heat" intake manifold
Quick Fuel "black Diamond" BD-830 carb with electric choke
1 7/8" to 2" stepped primary - 3 1/2 collector 20" long dyno headers.

It is a shame this is for a cruiser / parking lot queen. He'll probably never use it.

NICE

Any pics of it??

BBFTorino wrote:Any pics of it??

NO ... I don't take photos of anything unless the customer specifically asks for it to be done.

It's purple with polished aluminum parts and chrome.

rmcomprandy wrote:I thought someone might be interested in this.
This engine is for a street rod with an exposed engine so, these heads were provided by the owner as they are very plain outside and polish well. We put it on the dyno to break-in the cam, look for leaks and obvious things to be addressed.
The power numbers about knocked us over after we put-in the inner valve springs,
619 horsepower at 6,400 RPM and 582 lb/ft of torque at 4,600 RPM

4.390" bore x 4.14" stroke ... offset ground, stock 460 crankshaft
A connecting rod set from a 8.0 liter GM big block ... 6.696" long bushed small end to .990"
ICON forged flat-top pistons ... IC855/KTD
10.5/1 compression ratio
Bowl ported heads not flowed but, previous heads of this type are around 300/200 cfm
2.19" intake valves & 1.710" exhaust valves
Lunati hydraulic flat-tappet custom camshaft with their Micro-Trol lifters
  288/297@ .006" - 245/250@.050" - 159/162@ .200" - .359"/.362" lobe lift - 111 separation +2; 109 intake center-line.
  theoretical valve lift with 1.73/1 Lunati Voo-Doo rocker arms = .621"/.626"
polished Trick Flow "track Heat" intake manifold
Quick Fuel "black Diamond" BD-830 carb with electric choke
1 7/8" to 2" stepped primary - 3 1/2 collector 20" long dyno headers.

It is a shame this is for a cruiser / parking lot queen. He'll probably never use it.

Sent you a PM.

I don't know if you received my email, as my message was sent to my address ?

427HISS wrote: I don't know if you received my email, as my message was sent to my address ?

A reply was sent the same day I received it ... I just sent it again.

I have no messages, so I'll contact a moderator regarding this issue.
Regards.

Nice!

Aren't the ProComp heads the ones on eBay made in China that I see a lot of people talk bad about? If they're the same ones I'm thinking about you are the FIRST person I've ever seen to give first hand feedback on them. Not bad.

nickpohlaandp wrote:Aren't the ProComp heads the ones on eBay made in China that I see a lot of people talk bad about? If they're the same ones I'm thinking about you are the FIRST person I've ever seen to give first hand feedback on them. Not bad.

they are and similar to a aluminum version of D3 heads if im not mistaken
this build deffinitly shows in the right hands re-worked they will work in the right application and take some weight off the motor as well

5pointslow wrote:

nickpohlaandp wrote:Aren't the ProComp heads the ones on eBay made in China that I see a lot of people talk bad about? If they're the same ones I'm thinking about you are the FIRST person I've ever seen to give first hand feedback on them. Not bad.

they are and similar to a aluminum version of D3 heads if im not mistaken
this build deffinitly shows in the right hands re-worked they will work in the right application and take some weight off the motor as well

That's a cool deal, especially for a street rod that's more for looks than trying to peel the skin off your face.

Still 600 hp in right car go mid 10s

rmcomprandy wrote:I thought someone might be interested in this.
This engine is for a street rod with an exposed engine so, these heads were provided by the owner as they are very plain outside and polish well. We put it on the dyno to break-in the cam, look for leaks and obvious things to be addressed.
The power numbers about knocked us over after we put-in the inner valve springs,
619 horsepower at 6,400 RPM and 582 lb/ft of torque at 4,600 RPM

4.390" bore x 4.14" stroke ... offset ground, stock 460 crankshaft
A connecting rod set from a 8.0 liter GM big block ... 6.696" long bushed small end to .990"
ICON forged flat-top pistons ... IC855/KTD
10.5/1 compression ratio
Bowl ported heads not flowed but, previous heads of this type are around 300/200 cfm
2.19" intake valves & 1.710" exhaust valves
Lunati hydraulic flat-tappet custom camshaft with their Micro-Trol lifters
  288/297@ .006" - 245/250@.050" - 159/162@ .200" - .359"/.362" lobe lift - 111 separation +2; 109 intake center-line.
  theoretical valve lift with 1.73/1 Lunati Voo-Doo rocker arms = .621"/.626"
polished Trick Flow "track Heat" intake manifold
Quick Fuel "black Diamond" BD-830 carb with electric choke
1 7/8" to 2" stepped primary - 3 1/2 collector 20" long dyno headers.

It is a shame this is for a cruiser / parking lot queen. He'll probably never use it.

Randy this build has really inspired me to try these heads. In your testing is it advantages to run a cam with a closer duration split because the exhaust port is good and keep the lift in the mid .600's because the intake isn't ideal?... I remember reading Scotty says the intake flow gets ugly above .600

Bosskk1786 wrote:

rmcomprandy wrote:I thought someone might be interested in this.
This engine is for a street rod with an exposed engine so, these heads were provided by the owner as they are very plain outside and polish well. We put it on the dyno to break-in the cam, look for leaks and obvious things to be addressed.
The power numbers about knocked us over after we put-in the inner valve springs,
619 horsepower at 6,400 RPM and 582 lb/ft of torque at 4,600 RPM

4.390" bore x 4.14" stroke ... offset ground, stock 460 crankshaft
A connecting rod set from a 8.0 liter GM big block ... 6.696" long bushed small end to .990"
ICON forged flat-top pistons ... IC855/KTD
10.5/1 compression ratio
Bowl ported heads not flowed but, previous heads of this type are around 300/200 cfm
2.19" intake valves & 1.710" exhaust valves
Lunati hydraulic flat-tappet custom camshaft with their Micro-Trol lifters
  288/297@ .006" - 245/250@.050" - 159/162@ .200" - .359"/.362" lobe lift - 111 separation +2; 109 intake center-line.
  theoretical valve lift with 1.73/1 Lunati Voo-Doo rocker arms = .621"/.626"
polished Trick Flow "track Heat" intake manifold
Quick Fuel "black Diamond" BD-830 carb with electric choke
1 7/8" to 2" stepped primary - 3 1/2 collector 20" long dyno headers.

It is a shame this is for a cruiser / parking lot queen. He'll probably never use it.

Randy this build has really inspired me to try these heads. In your testing is it advantages to run a cam with a closer duration split because the exhaust port is good and keep the lift in the mid .600's because the intake isn't ideal?... I remember reading Scotty says the intake flow gets ugly above .600

I have not flogged camshafts with these heads; this was the same grind cam I would use with an iron D3 head for that same purpose and this is what it got in that engine. Never tried anything else.
The lobe areas and duration split is already pretty close for a big block Ford application.

rmcomprandy wrote:

Bosskk1786 wrote:

rmcomprandy wrote:I thought someone might be interested in this.
This engine is for a street rod with an exposed engine so, these heads were provided by the owner as they are very plain outside and polish well. We put it on the dyno to break-in the cam, look for leaks and obvious things to be addressed.
The power numbers about knocked us over after we put-in the inner valve springs,
619 horsepower at 6,400 RPM and 582 lb/ft of torque at 4,600 RPM

4.390" bore x 4.14" stroke ... offset ground, stock 460 crankshaft
A connecting rod set from a 8.0 liter GM big block ... 6.696" long bushed small end to .990"
ICON forged flat-top pistons ... IC855/KTD
10.5/1 compression ratio
Bowl ported heads not flowed but, previous heads of this type are around 300/200 cfm
2.19" intake valves & 1.710" exhaust valves
Lunati hydraulic flat-tappet custom camshaft with their Micro-Trol lifters
  288/297@ .006" - 245/250@.050" - 159/162@ .200" - .359"/.362" lobe lift - 111 separation +2; 109 intake center-line.
  theoretical valve lift with 1.73/1 Lunati Voo-Doo rocker arms = .621"/.626"
polished Trick Flow "track Heat" intake manifold
Quick Fuel "black Diamond" BD-830 carb with electric choke
1 7/8" to 2" stepped primary - 3 1/2 collector 20" long dyno headers.

It is a shame this is for a cruiser / parking lot queen. He'll probably never use it.

Randy this build has really inspired me to try these heads. In your testing is it advantages to run a cam with a closer duration split because the exhaust port is good and keep the lift in the mid .600's because the intake isn't ideal?... I remember reading Scotty says the intake flow gets ugly above .600

I have not flogged camshafts with these heads; this was the same grind cam I would use with an iron D3 head for that same purpose and this is what it got in that engine. Never tried anything else.
The lobe areas and duration split is already pretty close for a big block Ford application.

I really would like to try these heads. I need the bigger combustion chamber and stock valve location for the 532 rotating assembly I have to get the compression street friendly. I don't want to get Edelbrock heads cause of the budget I'm trying to stick too. It's going into a 94 lightning with a 175-200 shot of nitrous shooting for 10's... With a small solid roller do you feel these heads could support 650 to 675 hp?... I've researched these quite a bit but most of the discussion turns into fighting and I know you are a straight shooter on technical questions... Thanks in advance

Bosskk1786 wrote:

rmcomprandy wrote:

I have not flogged camshafts with these heads; this was the same grind cam I would use with an iron D3 head for that same purpose and this is what it got in that engine. Never tried anything else.
The lobe areas and duration split is already pretty close for a big block Ford application.

I really would like to try these heads. I need the bigger combustion chamber and stock valve location for the 532 rotating assembly I have to get the compression street friendly. I don't want to get Edelbrock heads cause of the budget I'm trying to stick too. It's going into a 94 lightning with a 175-200 shot of nitrous shooting for 10's... With a small solid roller do you feel these heads could support 650 to 675 hp?... I've researched these quite a bit but most of the discussion turns into fighting and I know you are a straight shooter on technical questions... Thanks in advance

The castings can ... I would not trust the Pro Comp components.

rmcomprandy wrote:

Bosskk1786 wrote:

rmcomprandy wrote:

I have not flogged camshafts with these heads; this was the same grind cam I would use with an iron D3 head for that same purpose and this is what it got in that engine. Never tried anything else.
The lobe areas and duration split is already pretty close for a big block Ford application.

I really would like to try these heads. I need the bigger combustion chamber and stock valve location for the 532 rotating assembly I have to get the compression street friendly. I don't want to get Edelbrock heads cause of the budget I'm trying to stick too. It's going into a 94 lightning with a 175-200 shot of nitrous shooting for 10's... With a small solid roller do you feel these heads could support 650 to 675 hp?... I've researched these quite a bit but most of the discussion turns into fighting and I know you are a straight shooter on technical questions... Thanks in advance

The castings can ... I would not trust the Pro Comp components.

very good.... Thank you Randy

Hi Randy,

Given the mild nature of the engine, would you expect a better Low/Mid curve using a less aggressive intake like a Wiend Stealth or RPM Airgap?

Cheers

duggy2145 wrote:Hi Randy,

Given the mild nature of the engine, would you expect a better Low/Mid curve using a less aggressive intake like a Wiend Stealth or RPM Airgap?

Cheers

A Wiand "Stealth" is a terrible part throttle intake manifold and the #8012, (needed to match these smaller intake ports), is even worse than the #8021 Stealth on CJ sized ports.
With this camshaft, I don't see the "AirGap" being much better on the bottom but, maybe transient part throttle response would be improved in a heavier car.
Though, this street rod is under 2,500 pounds.