i am looking to buy some heads for my 91 gt and ran across this company through jegs. I havent heqard much about them and wanted to find some people running them.Here are the specs i got off the site.
Procomp Aluminum Heads For Small Block Ford 210CC intake Runners And 60CC Combustion Cambers There Heads Are Ready To Bolt On with 3/8 Studs And Guide Plate The Springs are Good up to 600 Lift Solid Or hydraulic Cams ]
I know this is a very old post, but somebody thought it worth digging up...
Looks like the OP got a lot of advice coming at him from this question, however there is some really good info in these post if you know how to decipher the jousting about too big or too small of a set of heads for a N/A 302, etc. Hint: Pro Engine Builders have to know this stuff!
I'd say, try to look at it like this:
An engine is basically just a big air pump that happens to power the car. In order to make a pump work well it is best to optimize the air that is sucked into the pump, that is then compressed and expelled out to produce the torque or GO part of the purpose for the pump. You can try if you want to put a ton of air into a pump (cc volume like in heads) but if the pump can't suck that volume of air in it's chamber, on a normal stroke, and then compress it within time of closing the chamber, then the excess air volume is useless. This is what happens when you go TOO big on an intake runner of a head for the design of the engine, you can't use the volume.
Exhaust runners are just as important, if not more. This idea is kinda like the bean shooter using a small straw that matches the bean size; the bean flies faster according to the size of the lungs of the person that effectively blows on the straw. In the same example. the person ups the size of the straw 3-4 sizes and instantly the bean doesn't fly as fast or as far.
I know this kind of a quirky analogy but I think you can get the idea. Of coarse there is much more involve in a real engine.
Ford chose the port and runner volumes of the 302 heads base on this concept, and when you get right down to it, it's pure math and we all know the numbers don't lie - even if we don't understand how the math works...
The key to this principle is Normally Aspirated. When you go forced induction, blower etc. you are in essence using two pumps together and that kinda like compound interest (math) that the lending institutions use - you reap big returns with this math...
The build quality of the heads
is another aspect to consider entirely. I just don't trust anything coming out of China these days, and that does not mean I have any ill thoughts about any Chinese person. In general, I'm sure they are just as hard working as us. The problem comes-in during their manufacturing Q/A process amongst other processes. But that's a whole other thread for the talk side.
Like most things in life: You get what you pay for.
I took a 210cc set of procomps off a customer s car and swapped to a AFR 205 and picked up over 65rwhp
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We heard you the first time Rick, I just wanted to post my experience with this product. If I were to do it again I think I would just buy a set of used "name brand" heads for the same amount of money. But my experience wasn't bad with their product.I took a 210cc set of procomps off a customer s car and swapped to a AFR 205 and picked up over 65rwhp
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So TFS, AFR, Edelbrock do not cast locally? Aren't cylinder heads the topic, not rods?
Again.... why would 210cc be too big N/A on a 302? ... and what is "too much" port volume and why? .... again, N/A....
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