I used ARP thread sealant on mine, torqued to spec with no issues so far The thread sealant hardens to some extent after a few heat cycles, maybe that's enough to keep the studs from loosening.

 

I have a stock bottom end 355 with the Comp XFI 467 (230/236 .576/.570). Do you guys think that with these heads, out-of-the-box stock, I can hit 400rwhp or maybe a little more on motor? I'll also be hitting it with a 200 shot. I would love to hit low 12s or even maybe high 11s on a small inch motor. I was doing 12.7s @ 107 with bolt ons with a full weight car, and 11.6s @ 117 on a 175 shot.

My goal is to hit high 10s on the sauce this coming year. I've lost weight...the cars lost weight...

What do you guys think. Will these heads me my golden ticket to meet or exceed my goals?

 

ARP Sealant on the intakes and Moly on the exhausts, use a TQ wrench and call it good. I believe ARP says 45 ft lbs with their lubes on the studs.

Bret

 

the more I think about it the more things point to OE as the reason that stud unscrewed itself.

karl

 

SStrokerAce: Sent you a PM.

I'm interested in these new Darts for a possible winter project.

 

I had a set of LT4 heads ported by GTP that flowed 286 intake and 198 exhaust my car full weight ran 12.2 @ 110mph on 17 in nitto drags. The car made 376 RWHP with a cam almost identical to yours so I would say you would need more cam to hit 400RWHP but your ET goals are no problem. Also my car was an auto 3200 stall and 373 gears. Stock cubes with slicks and skinnies I'm sure I could have seen an 11 sec slip.

 

What are those Darts going for assembled, with some of your "work" done to them, Bret? PM if needed.

 

Thanks man. I forgot to mention that my previous times were with a pretty mild Coan convertor that stalled around 2800. I now have a TCI 3600 convertor. It's going to be different, between the power increase and the drivetrain improvements.

 

I'm saving money now....lol

It would be nice to have a direct replacement head (as far as bolt on etc) that can flow 300 cfm.

 

Any updated info on these?

 

I have an update: No info yet. Not installed in my car yet.
But:
The plan is to have a 383LT1 with these out-of-the-box Dart heads and GM 846 cam in one of my Impala SS cars next week. I expect mild performance from them. Won't be able to track test the car but maybe I might find a chassis dyno, (slim chance).
But I do have a good data collecting technique with "DataMaster" and that will be most of my info. It's going in a heavy road race Impala SS so there won't be A/B testing and back to back comparison, etc.

I don't think these heads out of the box will make anywhere near 400rwhp no matter what cam but I like the heads because they seem to be quite affordable and good value and the 58cc combustion chamber is kinda nice too, (ok for a 350LT1).

Talking to Phil at Ai, he mentioned the Darts should be no better or worse than out of the box TFS heads on a 383. Basically it's good to see Dart do these because it's more choice.

Karl Ellwein

 

Sorry to brin this back but I am looking to see if anyone had any specs on the ones bret sent to AI. Post them here if so.

 

Bret didn't send any to AI, Karl did, and Karl just replied.

 

ok so I missed that one LOL. anyways I want to know flow numbers and stuff Karl. Let me know.

 

Sorry, I just changed my mind about puting that Dart/ERE-383 in my car. Instead I'm putting in a budget build 355LT1 with Mahle piston and GMLT4 heads.

But I changed my mind because I think it will be better to put that Dart/ERE-383 on an engine dyno and test it. Phil at Advanced Induction is working on getting engine dyno time very soon. This will be better info for me and I hope for others on this board.

Karl