WE ARE PROUD TO INTRODUCE THE NEWLY REVISED PROCOMP STREET/STRIP PRO SERIES ALUMINUM HEADS. THIS IS FOR BOTH HEADS FULLY ASSEMBLED READY TO USE.

Available in straight plug. 

210CC runner size, 64cc combustion chambers. 2.02 1.60 valve size. Fully assembled, premium hardware. We also have the 190cc runner size available.

Chromoly studs and guide plates included.

New update on our Stage Two 400cid 507hp engine below. Amazing results!

The hardware used is for operation of hydraulic flat tappet camshafts up to .550 lift.

We do offer hardware setups for solid and hydraulic roller cam operation. See our other listings. If your not sure about the type cam you have or soon to have, please give our tech. support a call at 423-722-5152 ask for Charlie, Dave, or Travis

This is for one pair of fully assembled heads, to be used with hydraulic flat tappet cams up to .550 lift.

This is the perfect choice for the sbc street rod.

Below is our flowchart on several different heads. All test were performed on a Super Flo bench by our expert head builder. We stand behind the accuracy. We have noticed many other sellers posting what we consider false flow numbers on the heads they are selling. We find this to be nothing short of outright fraud. Sure flow numbers can vary a few points depending on equipment used, and testing methods, but not 15-25 points. When reviewing the charts below, do keep in mind that when building an engine that is not using a cam above a 570 lift, the flow numbers are not that important as to the what kind of power your going produce as long as the heads are well above the stock GM heads. Those using a cam that is at 488/510 lift do not need a head that flows any better than the heads listed in this add. Those building higher rated hp engines that have larger cam profiles can justify going to heads with higher flow numbers. We are very happy with the flow numbers for the Procomp 210 heads. They more than meet the matching requirements for the average street rod, making well over 400hp when combined with our Crane Blue Racer cam in a 350 engine.  These heads in this add are the Procomp 210cc runner heads. You may notice the Patriot 190 head having decent flow numbers in the low lift range, but these are the original Patriot heads and are no longer available. The original Patriot heads have been discontinued, and replaced with a head that does not perform any better than the Procomp we now offer for a far lower cost. Rest assure, the revised Procomp heads we are marketing are a very good head in every aspect. Notice the cnc'd 220 heads in the chart below. We now have them available in our other listings. The flow numbers are very good in every lift range, and the exhaust flow is the highest we have ever seen for this size runner. We have already tested them in our 400 Stage Three engine that made 535hp at 6100rpm and 500lbs of torque at 5000rpm.

When combined with the right cam in a 350 engine, these heads will produce well over 400 hp. on pump gas without any loss of drivability. Read our dyno results below.

We have thoroughly tested the ProComp, (PC) heads, and have added them to our line of high performance cylinder heads. ProComp has realized that the sbc cylinder head market has become very competitive in the past two years. We did at one time carry the ProComp line of sbc heads, and were not satisfied with the flow characteristics, but ProComp was determined to recapture the market, and this they have achieved. The improvements are many. When we first received the new PC heads, they went to right to our Super Flo bench, and the results were surprisingly decent. Compared to our Dart heads that we have recently tested, the PC heads were right on their heels, and the PC heads do flow great in the upper lift area on the intake side. Our company founder, Fred White told us what these numbers represented, indicating that the flow numbers are not the whole story, and that depending on what you’re building, it's hard to tell what kind of power they are going to end up with. It depends on what you’re building. Our next step was to dyno the PC heads using a 350 engine, with a good street/strip cam. We also gave consideration to drivability, as most of our customers are into building street rods, and want good drivability. Our target group is the street rod community and the most desirable hp range is around 400+ or may we say that's what it takes to classify your car as a true street rod in our opinion. We mounted the PC heads on a brand new Gen2  350 short block. Compression was to be 9.7:1 The cam of choice would have been our Lunati # 03 Voodoo series, but Fred thought that our Crane Blue Racer 1064 would better serve the PC heads, and compensate for the somewhat low exhaust flow. He was 100% correct. Our engine produced 418hp at 5800 rpm. and the torque was in the 385-395 pound feet range from 3200rpm to 5400 rpm . Most dyno testing below 3200 rpm is not possible, but it would be fair to say that the torque is in the upper 300 pound feet range well below 3200 rpm. Whats amazing about these heads and cam combination, is there is no loss of drivability, pump gas is all that is required, and the cam is a hydraulic flat tappet ,nothing expensive and very reliable. The intake used was a single plane Hurricane, but the RPM Air Gap or Typhoon are also a good choice, only sacrificing a few hp off the top end, but will move the torque range down much lower. The Hurricane is our absolute favorite. It looks the best with its four big runners, and sits much taller on the engine.

 Our final testing for the 210cc Procomp heads was to dyno a medium/mild 350 engine, and the numbers were very impressive. Most other sellers do no testing whatsoever on the Procomp heads. We do more than just flow testing before we market a new style cylinder head. We flow test it first, then using a 350 engine as the base line, we do extensive dyno testing, with at least two different cams, as well as two different style intakes, not to mention much fine tuning. We made over 50 dyno passes as we tested two other brands of aluminum heads. Then our final test is to run it in our company race car at the track. This not only gives us actual numbers but a true feel of how the engine with the new style heads will perform on the street. Our company race car is a Pro Street legal Datsun 240z Skip has drove the car no less than 500 miles on the street to get a true feel of the new combination. It is only then that we feel safe to market the product. One of the main reasons behind much of this testing is to know how our heads will perform when used on a very common setup such as the 350 Chevy engine, with a well mannered street/strip cam, not to mention reliability. This is the type engine that about 90% of our customers have. Cam selection is very important. Please read our add on the Crane Blue Racer #1064 Our testing on this cam combined with these heads was very extensive. Most of our customers find our info very useful in deciding what combination of parts to use when building an engine.

We made at least 50 dyno pulls with the PC heads, and they performed faultless. Cam, carb, and ignition testing is what led to so much testing, but also an opportunity to make sure the new PC heads would not have any reliability issues whatsoever. Our head builder made special note about the excellent style of cutting on the seats in these heads. Our engine builder told us that our line of Pro Products intake manifolds mounted perfectly on the heads, and the heads mounted perfectly onto the block. We asked them to make special note on this. All in all, they are very well made heads with good fitment in every area. 

Our next test was to put the Lunati 103 Voodoo cam in the engine, just to see how it performed vs. the Crane 1064 and the results were lower hp numbers all across the rpm range with the Lunati cam. The engine only made 385hp with the Lunati cam. Lunati Voodoo cams seem to be very selective as to what heads they want to work well with, not to mention the lift and duration on the Lunati is a bit lower than the Crane 1064 Blue Racer.

The crane cam has just the right amount of lift and duration to bring the PC heads to life, yet maintain streetability. This combination worked like magic for us. Remember this engine is only 9.7:1 compression ratio, and this cam has very good street manners, will run on pump gas, and has a very wicked idle to it, and has very nice torque curve to it. You will need a stall converter in the 2200-2800 range, but you would need this on any 350 engine making 400+hp. We do have the best deal on stall converters in our other listings.

One of the worst mistakes you can make building up an engine is to get a mismatched combination of parts, or cutting to many corners. We know about combinations and how they work. Take a test drive in a car with over 400hp and vs. a 300hp or less and you will then see what you’re missing. The exhaust sound under load is incredible. These heads will make the power you need without spending a fortune. We are very pleased with everything about them.

 Our new Stage One engines will all be built with the Procomp 210 heads and the Crane Blue Racer 1064 hyd. flat tappet cam. This setup produces 418hp @5700 rpm, and our Stage Two 400 engine produces 507hp with these same heads, using a 565/574 hyd. roller cam. The Stage Three engine setup proved that these heads are capable of making power well beyond what they are doing on our Stage One 350 engine.

We did one more test worth mentioning. We also sell the Dart Platinum Pro One aluminum heads, so we decided to mount a set of the 200cc Darts on the engine while it had the Crane 1064 cam in it. It made the best hp of the three but only by 2hp over the Patriot, 422 to be exact, and this is only 4hp over the PC heads. The dart heads would be a waste of money on the level of street rod we were testing. They may prevail in a much more serious buildup. The Procomp heads are positively the best value by far.

We are puzzled as to why all three heads ran so close to one another in hp numbers, considering they are very different in flow characteristics, and the Dart 230's out flow all of the heads tested. As our company founder explains it, the results of these three brands of heads will vary greatly by what type setup you are running. Our test engine is not a good way to determine the true overall value of a cylinder head, but our test engine is representative as to what most street rodders are running, and that's a small block 350 in the 9.7:1 comp. range give or take, being able to run on pump gas, with good street manners, must have a somewhat radical lopey idle, and most importantly that the engine is not setup in a way that it is short lived or unreliable, and must be around 400+hp, and last but not least, a build up that is not going to cost a fortune, so this is why we choose this setup. It is representative as to what most of the people we sell to are wanting to run. We are sure that the Dart heads would out perform any of the heads we tested in more serious buildup, and the Patriots may also do this, but they are only offered in a 190cc runner size. The PC heads have 210cc runners, and seem to be the best choice for the money without any sacrifice of power worth mentioning when running setups such as mentioned above. The Procomp heads do thrive on a good size street rod cam. The 210cc runners would most likely run very well with cams up to .550 range, but they seem right at home with our Crane Blue Racer #1064. Even though the PC heads are not flowing on the exhaust side as well as we would like, using the right cam more than compensates for this. Patriot has also raised the price on their heads considerably, so the new PC heads could not have came at a better time. We think PC heads are the best value for the money you can possibly find. Our dyno testing has proven that when building up a 350 engine in the 400-430hp range, the PC heads are up there with the best. We are also fairly certain that the Procomp heads are going to be a very good choice for the 383 buildups. We will soon find out.

You will see others selling these heads very soon, as we don't have the exclusive rights on them, but where the difference will be is in our choice of hardware, and the fact that we hav the assembly done by a true pro Our testing is also very thorough on our cylinder heads. As far as we know none of our competitors do this. We hope you can value this. We do know for a fact that many dealers are using substandard hardware regardless to what they may say they use, and do not have a true head builder doing the assembly, not to mention the very expensive equipment we have at our shop. Our hardware is superior to what most others offer. If you see these heads for a lower price, please bring it to our attention. Please check out our add on valve springs, and this will give you an idea of how serious we are when it comes to valve train hardware.

Our next test will be on a 383 buildup.

Very important Update, 11/1/08

One of the most frequently asked questions has been," when are we going to test the heads in a 383". The main concern was if the newly revised Procomp heads would support the larger cubic inch engine, and larger cam. We have just finished thoroughly testing our new Stage Two 400cid engine. We started with one of our GM Bowtie blocks bored and stroked to 400 cubic inches, and a hydraulic roller cam in the 564/575 lift range. This setup is most certainly demanding of a good set of heads. Our engine made 507hp at 6100 rpm, and slightly over 500lb feet of torque at 5000 rpm. This is truly amazing considering the low cost of these heads. We really did not expect the Procomp heads to allow this setup to develop this much horse power and torque. The flow numbers don't really seem to allow for this, but as our company founder said flow numbers are not the complete story. The Procomp heads are on par with any non cnc'd heads on the market, this is for sure. Our dyno testing was extensive to say the least. Our next test will be drivability by installing the engine in our company Pro Street 240Z Most race tracks are closed at this time of year, but we will travel 75 miles to track that runs late into the year. By the way our 400 sbc engine had a compression ratio of 10.8:1 and this is a very streatable combination and can use pump gas. Tuning must be kept on the conservative side when running this much compression on the street. You can run much less compression and still make big top end numbers. Those wondering how these heads will perform in a 383 need not be concerned, as the 400 engine with the somewhat large cam in it did extremely well. Rest assured you will never find a set of heads for any price that will do much if any better. The most important value in this particular test was that we did establish that the Procomp heads will match up with engine and cam combos that are usually very demanding on the heads flow characteristics. The Procomp heads are perfect for the 383 engine, and will match up well with just about any cam choice you want. We also found this the perfect opportunity to test our new fully cnc'd Procomp 220 heads. The results were also amazing. Those heads produced 535hp with the same cam. We are quite sure the cnc'd heads would support a much larger cam combo or a larger cubic inch engine. If your building a 383 engine we are confident you will be very satisfied with the use of our newly revised Procomp heads. We also have several cam combos available. This testing allows us to more than just test the heads, it allows us to know how a particular cam will perform. Bottom line is that these heads will perform with the best on a 383 engine, as well as a 400 or 406

Here is a rundown on the hardware we are using

NON MAGNETIC, stainless steel valves, swirl finished one pc. undercut. The same valve we have used for years, with zero failures. Non magnetic is very important. Our cost on these valves is around double the price of some of low cost valves on the market. We know for a fact that many head builders use these low cost magnetic valves. We do not use them and never will. If the valves pull a magnet, they are not high temp stainless. They may be stainless, but they have very low nickel content in them. Stick a magnet to your stainless kitchen utensils; it will pull a magnet very strongly. Kitchen utensils are made from 400 series stainless, and have very little nickel in them, as they don't encounter extreme temp ranges. It is the higher nickel content that allows a valve to withstand high temperatures.

Our springs are USA made, 1.46 diameters, with an internal damper. Others are using springs that are much smaller in diameter. Smaller diameter springs may be in the correct spring pressure zone, but they are usually very short lived. Zero failures with our springs. The springs in this setup are to operate with hydraulic flat tappet cams up to .550 lift. For those running solid or roller cams, see our other listings for heads built for these type cams. We have also seen spring kits on the market that are larger in diameter, but are made with much thinner coil material.

 These heads are setup for hyd. flat tappet cams. We have an extensive amount of use on these with zero problems.

The 10 degree retainers are chromoly steel, as well as the id locators. We do not use a spring cup at the base of the springs, but a true id locator made from chromoly steel. These are far more expensive than the typical spring cups many use.

If you have any technical questions about these heads or if you need to know if they are right for your application, feel free to email us with your question, or give us a call at 423-722-5152  8am-8pm Mon-Fri or 10-3 on Sat. ask for David, Travis, or Charlie.

For customer support call 423-722-5152 ask for, Stacie or Sara.

For overseas shipping quotes, email us using the contact seller tab or feel free to call us.

IMPORTANT NOTE, MUST READ!

We have noticed several sellers of assembled heads using a, one size fits all, hydr. flat tappet, and hydr. roller spring and valve setup.

We are positively sure that this is not the proper type hardware to use on your heads. When using a hydr. roller cam, we not only use a dual spring and damper combo, but also use .200 long valves instead of the .100 long. The .100 long valves are  used on our hydr. flat tappet setups. As many of you may know, a hydr. Roller cam is usually higher in lift and duration, requiring a longer valve, but all roller cams use a more aggressive spring setup also, to keep the roller lifters planted on the cam lobe. They are very prone to wanting to bounce the roller lifter away from the lobe due to the very different lobe design. These sellers using a one size fits all setup, are trying to hit a happy medium, and most head builders we know of, are completely against it, as well as many head companies such as Dart, etc. If they have this setup somewhere in the middle, then it would be too much for the hydr. flat tappet cam, and create a wear issue in our opinion. Putting to much pressure on flat tappet cams is a sure way to kill the cam. It's just another way of increasing profit for the seller without regard for the customers best interest in our honest opinion. We setup your heads the way they should be, according to what type cam you have, and the difference is dramatic between a roller cam and flat tappet cam. Even the odd ball solid flat tappet cam, has its own unique setup depending on what lift it is. The one size all hardware claims to also work on these cams. We know of several sellers using this insane method, and it’s not the proper way to set up a set of heads, in our very strong opinion.

We have to charge a slightly higher price for a set of heads using a hydr. roller cam and we can promise you, it's a must that the hardware be correct for this type cam. Call up any cam manufacture, and tell them you want to use a one size fit's all setup on their hydr. flat tappet cam or hydr. roller cam and they will tell you this is not advisable, and depending on the spring pressure, it can't serve both properly. Valve float, on the roller setup, or extreme wear for the flat tappet cam, depends on what cam this crazy setup is closer to. We would not even consider this type hardware, and believe me the simplicity of it is appealing.

 We are going to be adding dyno charts, flow charts, and much more good info about these heads in the next few days.

UPDATE, 7/20/08

We have installed the new Stage One 350 engine with the Procomp heads in our company race car. If you have read our add on the Stage One 350 Engine, you would notice we have done extensive testing on this engine. We have phased out the Patriot line, due to an unfavorable change in the combustion chamber. Our engine with the Procomp heads performed very well at the track. The car ran 11.9 in the quarter, considering the outside temp is in the 90 degree range, and the engine we used was not dyno tuned as was our original engine. The Stage One engine is only 350 cubic inches, and is set up somewhat mild to allow for street use. Very little break in on this engine. We hope to see better numbers next trip to the track. The Procomp line of heads will be on all of our Stage One engines very soon. Our company President, Skip White did drive the car over the week end on the street, and is very pleased with it's street manners. Zero problems with the heads, just as we expected. So far it would be fair to say, the Procomp heads offer more hp for the money than anything on the market. Part of the street rod game is to get the best value for your dollar. Your not racing world class competition on the street, but you want to know your car is keeping up with the best of them, and for a lot less money. That's something to truly bragg about. These heads are capable of making over 500hp in larger cubic inch engines running larger cams. They will support just about any level sbc street rod engine on the market. 

Udate, 9/11/08

After much tuning and track time we did achieve an et of 11.6 in th quarter. Very good all things considered. The Procomp heads will do great on most any sbc engine up to 406 cubic inch.

Important installation notice,

As with any new heads, you must do a mock setup with the heads before bolting them on. This is done by setting the heads on the engine and using two bolts to hold the heads in place. This will allow you to check your pushrod clearance, and that your rocker studs are all in line. If your pushrods are touching any surface of the heads, you will have to dremel these spots for clearance. Rarely will this have to be done, but in some cases it may need to be. We have seen this situation with many aftermarket heads, including dart. There are areas of the casting that are very close to interfering with pushrods, and will only take seconds to correct, but you certainly don't want to have completely bolted the heads on and find this out. One more thing would be wise to check is that your rocker arm studs are all in line. We only seen one instance that they were not, but the customer had completed the installation before discovering this. As mentioned above, do a mock setup, and make sure everything is looking as it should before completing the installation. We recieved a large order of Dart heads that had an interference issue with the pushrods, and as mentioned it only takes seconds to correct this with a dremel tool, but not if you have secured all 34 head bolts. You can not correct such issues with the heads on the engine due to the risk of contamination of the rest of the engine.

If you have any questions about these heads or if you need to know if they are right for your application, feel free to email us, or give us a call at 423-722-5152  8-7 Mon-Fri or 10-3 on Sat. ask for Travis, or Charlie 

WE OFFER GREAT DISCOUNTS ON SHIPPING. YOU ONLY PAY THE FULL SHIPPING FEE ON THE HIGHEST SHIPPING COST OF YOUR GROUP OF ITEMS, AND HALF PRICE SHIPPING ON ALL ADDITIONAL ITEMS. FEW OFFER DISCOUNTS ON SHIPPING SUCH AS THIS. EMAIL US USING THE  " ASK SELLER A QUESTION "  TAB, IF YOU WOULD LIKE US TO CALCULATE YOUR SHIPPING COST ON MULTIPLE ITEM ORDERS  OR YOU MAY REQUEST AN INVOICE AT TIME OF CHECKOUT . MAKE SURE THE CORRECT SHIPPING AMOUNT IS PAID TO AVOID DELAYS IN YOUR ORDER. SHOULD IT BE OFF BY A FEW CENTS, WHICH WILL BE OK.  IF YOU ARE UNABLE TO EMAIL US GIVE US A CALL AT 423-722-5152 FROM 8AM-8PM EASTERN TIME MON-FRI AND 10AM-3PM ON SAT. WE WILL ANSWER YOUR EMAIL WITHIN THE SAME DAY IN MOST CASES, SO KEEP SHOPPING AND PAY HALF PRICE SHIPPING ON ALL ADDITIONAL ITEMS. PLEASE CALCULATE YOU’RE SHIPPING CORRECTLY  OR AS MENTIONED ABOVE, WITHIN A FEW CENTS OF ACCURACY, TO AVOID DELAYS IN SHIPPING YOUR ITEMS.

 

IF YOU ARE HAVING DIFFICULTY PAYING WITH PAYPAL, FEEL FREE TO GIVE US A CALL AT 423-722-5152 ASK FOR SARA OR STACIE. CUSTOMER SERVICE AND SALES HOURS OF OPERATION ARE 8AM-8PM Mon-Fri and 10AM-3PM SAT EASTERN TIME ZONE 

FOR TECH SUPPORT, PLEASE USE THE, "ASK SELLER A QUESTION TAB". IT'S LOCATED AT THE TOP RIGHT HAND SIDE OF THIS PAGE. YOU MAY ALSO CALL FOR TECH SUPPORT IF YOU’RE UNABLE TO EXPLAIN WHAT YOU NEED IN AN EMAIL. TECH SUPPORT IS USUALLY NOT AVAILABLE TILL AROUND 10-7 MON-FRI

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Notice the large intake ports. These use the Fel Pro 1206 intake gaskets, just as the Patriot and Dart heads. Our springs are 1.46 diameter, and the valves are first rate competition rated.

Veiw the youtube video clip below to see our new Stage One 350 engine in action at the Bristol Dragstrip. The new Procomp heads perform excellent as you can see, and the cam choice is our Crane Blue Racer 1064 See our other listings for this cam.