are you going to port the heads?

 

For now, I believe Im going to jsut have them milled and get the swap moving. Then, once I got stuff working right, Ill have WCCH fix me up with some port work.

 

get 12point (nut) head studs instead.....

- they are stronger (higher yield strength)
- provide a more positive and even clamp load
- distribute the load into the block better
- removes all chance of damaged block threads
- actually make head installation easier (hold the gasket in place and align the head)

I can't believe I forgot to mention those in my reply (guess I just see them as a "no brainer" so never even give them a second thought)

 

sure it can be done,your off to a good start

 

Everyone think 350+RWHP is capable with this set up?

 

I don't see why you couldn't get (or at least close) 350RW. S10s have the "lame" 10bolt that f-bodies use so you won't have a lot of HP loss through the drivetrain. 5.7 LS1s with the same setup you are doing (stock heads, LS6 intake, headers) CAN see 400RW (through an M6).

JUST DO IT ALREADY!

 

Sounds good, but how do you plan on getting 10.5 CR??? Milling the heads .3 wont get you there...

 

Excellent point. It'll take a deep cut of .045" to get the c/r up into the mid 10:1 range (approx. 53cc finished chamber size). Of course that's where the compression needs to be to have a broad power curve. Reaching the 350rw mark is achievable given the cam, compression and intake choice. That combination should make for one quick S10

Good luck,

Richard

 

We broke 350whp in a s-10 blazer with a 10:1 5.3l. Stock everything just a 224 on a 112 581 lift, dual springs and push rods. Shortie swap headers 2.5" y-pipe to 3" single, stock intake with just a small filter on the TB, unlocked converter. Look through the dyno section and you will find it.

SO to answer your question, heck yeah no problem!!!

 

Would 10:1 be better than running 10:5? Milling them .045 would make 10:5? Is that okay to mill that much.