Thread: de head vs. det head

What are the biggest differences in the heads besides the fact that one has sodium filled valves and the guides are different sizes? Does the DE bolt right up to the det block? why can't you just keep the sodium valves and everything in the de head and just drop it on the det? Reasons? Pros? Cons? I've got a spare de block and head sitting here and want to build the head and drop it on my u13.

det head has the sodium valves and the 6.94mm stems/guides. either head works on either motor, but the det head has the better valves for heat dissipation and the de head has the lighter weight valve train due to the thinner stems on the exh side.

the de head is 1mm in lift behind the det head

at 9.5mm of lift the det head flows 120cfm
at 10.5mm of lift the de head flows 120cfm

at 10.5mm of lift the det head flows 127cfm
at 11.5mm of lift the de head flows 127cfm

de always being 1mm of lift behind the det head in terms of CFM flow

the highport det head has greater head design to flow more cfm.

Just curious where that info comes from?

I would like to find out more on this

The heads look the same last I looked, although my eyes and a flow becn are completely different. But it seems that with the smaller stem on the exhaust of the de would help with the flow since it would be less a restriction.

it was a person off of the SE-R list.org they did flow bench testing on both cylinder heads.

that was their findings, i have found other sites too where people have flow benched them that are in direct correlation to those specific numbers.

http://www.se-r-list.org/new-archives/Week-of-Mon-20021216/012124.html

That archive is stating the dif between low port and highport.

Not de and det. It makes more sense that it is low port and high port diferentiation rather then a de to det. The castings should be the same for the highports regardless of de/det as long as it is not a 54C. The guides just have a dif ID for the valve stems.

ahhh you are right. i didnt even catch that.

if i was the OP i would invest in some headwork, i know alot of people dont do it, but if you are going to be building it up with pistons,springs,retainers,camshafts,ect i would invest in getting some more flow through the head, it can really make a superior difference esp with a fully built head

The head i have is off of a lowport de, but with a little port and polish and the right cams/springs combo it should be just fine right? Now that we've compared the lowport/highport what about the VE head?

you will be fine without p&p on either high or lowport.

The VE smokes every de/t head out there. It will come out on top of even the most worked over de/t p&p

Order of precedence

VE
GTiR
high port
low port

i do believe you are going for over 500? right 550? i would build the head accordingly