Unlocking Power: The Ultimate Guide to 5.7 Vortec Heads – A Deep Dive into Performance, Identification, and Upgrades

Unlocking Power: The Ultimate Guide to 5.7 Vortec Heads – A Deep Dive into Performance, Identification, and Upgrades Typestruck.Guidemechanic.com

The quest for more power and efficiency in the automotive world often leads enthusiasts down many paths. For owners of General Motors’ venerable Gen I Small Block Chevy engines, one particular component stands out as a game-changer: the 5.7 Vortec cylinder head. These heads, often affectionately referred to as "Vortec heads," have earned legendary status for their exceptional performance potential, especially considering their factory origins.

As an expert blogger and professional SEO content writer with years of hands-on experience in engine building and performance tuning, I’ve seen firsthand the transformative impact of these heads. This comprehensive guide will peel back every layer of the 5.7 Vortec head, from its unique design principles to advanced modification techniques. Our goal is to equip you with all the knowledge needed to understand, identify, and unleash the full potential of these remarkable cylinder heads.

Unlocking Power: The Ultimate Guide to 5.7 Vortec Heads – A Deep Dive into Performance, Identification, and Upgrades

What Exactly Are 5.7 Vortec Heads? The L31 Connection

The 5.7 Vortec heads are a specific design of cylinder head developed by General Motors for their L31 5.7-liter (350 cubic inch) Small Block Chevy engine. This engine was primarily used in trucks, SUVs, and vans from 1996 to 2000, powering vehicles like the Chevrolet Silverado, Tahoe, Suburban, and GMC Sierra. What makes these heads so special is their departure from previous Gen I SBC designs.

They represented a significant leap forward in factory cylinder head technology for the small block platform. Before the Vortec, most Gen I heads had less efficient port designs and combustion chambers. The L31 Vortec heads were designed to improve airflow and combustion efficiency, directly translating to more horsepower and torque.

The "L31" Specificity

It’s crucial to understand that while "Vortec" refers to a line of GM engines, the 5.7 Vortec heads specifically relate to the L31 engine code. Other Vortec engines, like the 4.3L V6 or later LS-based Vortec V8s, use entirely different cylinder head designs. When enthusiasts talk about "Vortec heads" in the context of a Gen I Small Block Chevy swap, they are almost exclusively referring to the L31 5.7-liter versions.

These heads were GM’s answer to the need for better fuel economy and emissions while still delivering ample power for light trucks. The engineers at GM achieved this through innovative port design and a more compact, efficient combustion chamber. This foresight inadvertently created one of the best factory performance parts for the Gen I small block.

Key Design Innovations That Set Them Apart

The real magic of the 5.7 Vortec heads lies in their design. Unlike earlier open-chamber or swirl-port designs, Vortec heads feature a very efficient, compact combustion chamber. This design promotes a faster and more complete burn of the air-fuel mixture.

Furthermore, their intake ports are designed with a much straighter path for airflow. This "straight shot" design reduces turbulence and increases the velocity of the incoming air. The exhaust ports are also improved, though not as dramatically as the intake side.

Why Are Vortec Heads So Popular for Performance Upgrades?

The popularity of 5.7 Vortec heads among engine builders and performance enthusiasts is not accidental. They offer an incredible bang for the buck, often outperforming much more expensive aftermarket heads, especially in street-driven applications. Their robust design and excellent factory flow characteristics make them a prime candidate for various engine builds.

Based on my experience building numerous small block Chevy engines, swapping to Vortec heads is one of the most cost-effective ways to add significant power. Many older small blocks suffer from restrictive factory heads. The Vortec design directly addresses these limitations.

Exceptional Airflow Characteristics

One of the primary reasons for their acclaim is their superior airflow. The intake ports on 5.7 Vortec heads are renowned for flowing significantly better than many other factory Gen I small block heads. This means the engine can "breathe" more easily, drawing in more air and fuel.

More air and fuel equate to more power when properly ignited. Even in stock form, these heads can support substantial horsepower figures, making them ideal for mild to moderate performance builds without extensive porting work. The efficiency of the port design minimizes the need for expensive modifications to achieve excellent flow.

Improved Combustion Efficiency

The compact, kidney-bean-shaped combustion chambers are another critical feature. This design creates a more efficient burn, leading to higher cylinder pressures and more complete combustion. The result is not just more power but also potentially better fuel economy and reduced emissions.

This improved efficiency is a huge advantage, especially for street engines. It means you can often run slightly less ignition timing for peak power compared to older, less efficient heads. This reduces the chance of detonation and makes the engine more forgiving during tuning.

Cost-Effectiveness: Performance on a Budget

Perhaps the most compelling argument for 5.7 Vortec heads is their affordability. Since they were mass-produced for millions of trucks, they are readily available as used parts from salvage yards or remanufactured units from suppliers. This makes them an incredibly economical choice for a significant performance upgrade.

Pro tips from us: Always inspect used Vortec heads thoroughly for cracks, especially around valve seats and combustion chambers, and check for excessive valve guide wear. A good set of used heads can be reconditioned for a fraction of the cost of new aftermarket performance heads.

Identifying 5.7 Vortec Heads: Casting Numbers and Features

Before you embark on a Vortec head swap or purchase, it’s essential to correctly identify them. Misidentifying heads can lead to compatibility issues and wasted time and money. Fortunately, there are clear markers to look for.

The most reliable way to identify 5.7 Vortec heads is through their casting numbers. These numbers are typically found on the top or side of the cylinder head, often under the valve covers or near the exhaust ports. Knowing these numbers is your first line of defense against buying the wrong part.

Common Casting Numbers: 062 and 906

The two most prevalent casting numbers for the desirable 5.7 Vortec heads are 062 and 906. Both are excellent choices and share very similar performance characteristics. The 906 heads are generally found on later L31 engines, while the 062 heads were used earlier.

While some minor differences in valve guide material or machining tolerances might exist between them, for most practical purposes, they are interchangeable and offer the same performance benefits. When sourcing heads, either casting number will serve your purpose well.

Visual Distinguishing Features

Beyond casting numbers, there are several visual cues that help identify Vortec heads:

• Intake Manifold Bolt Pattern: This is perhaps the most significant visual difference. Vortec heads use a unique eight-bolt intake manifold pattern, where all bolts go straight down into the head. Older Gen I small block heads use a 12-bolt pattern with the four center bolts angled. This means you must use a Vortec-specific intake manifold.
• Valve Cover Bolt Pattern: Vortec heads use the center-bolt valve cover design, common on later Gen I and Gen II SBC engines (like LT1). Older heads typically use perimeter-bolt valve covers.
• Combustion Chamber Shape: The combustion chambers are compact and kidney-bean shaped, typically around 64cc. This is noticeably different from the larger, often open-chamber designs of older heads.
• Spark Plug Location: The spark plugs are angled slightly differently, though this is harder to spot without a direct comparison.

Valve Sizes and Port Shapes

Stock 5.7 Vortec heads typically come with 1.94-inch intake valves and 1.50-inch exhaust valves. These valve sizes, combined with the efficient port design, contribute significantly to their excellent flow characteristics. While not massive, these valves are perfectly matched to the port shape for street performance.

The intake ports are noticeably taller and narrower than older small block heads, often described as having a "cathedral port" look, though not as extreme as LS cathedral ports. This design promotes high air velocity, which is crucial for good throttle response and low-to-mid range torque.

Compatibility and Applications: Where Do Vortec Heads Fit?

The beauty of 5.7 Vortec heads lies in their compatibility with the vast Gen I Small Block Chevy engine family. This means they can be bolted onto almost any 1955-1995 small block Chevy short block, instantly upgrading its performance. This versatility makes them a popular choice for everything from street rods to muscle cars and even off-road vehicles.

However, "bolting on" is just one part of the equation. A successful Vortec head swap requires careful consideration of several other engine components. Ignoring these can lead to frustration or, worse, engine damage.

Gen I Small Block Chevy Engines

As mentioned, Vortec heads are designed to fit any Gen I Small Block Chevy block. This includes popular engines like the 305, 327, 350, and 400 cubic inch versions. The bolt patterns for the heads themselves are consistent across this engine family.

This widespread compatibility is a major reason for their appeal. You can take an old, tired 350 out of a pickup truck, add Vortec heads, and transform it into a respectable performer. The engine’s existing bore and stroke are generally well-suited to the Vortec’s airflow.

Common Swaps and Conversions

The Vortec head swap is a common modification for:

• Older Car Engines: Upgrading muscle cars with original, low-performance heads.
• Truck Engines: Enhancing power in pickups and SUVs that originally came with less efficient heads.
• Crate Engines: Building budget-friendly performance crate engines using a standard small block bottom end.
• Marine Engines: Improving performance and efficiency in carbureted marine applications.

The gains from such a swap are often immediately noticeable, especially in the mid-range torque where these heads truly shine.

Things to Consider for a Successful Swap

A successful Vortec head swap involves more than just bolting on new heads. Here are critical components to address:

1. Intake Manifold: As noted, you must use a Vortec-specific intake manifold. These are available in both carbureted and fuel-injected versions from various aftermarket manufacturers. Using an older intake will simply not work.
2. Valve Train Components:
   • Valve Springs: Stock Vortec valve springs are notoriously weak and limit maximum valve lift to around 0.450-0.460 inches. If you plan to run a higher lift camshaft, you will need to upgrade the valve springs, retainers, and possibly the valve locks.
   • Rocker Arms: Standard 1.5 ratio roller rocker arms are generally compatible, but ensure adequate clearance if using higher lift cams.
   • Pushrods: Depending on your cam and head milling, pushrod length may need to be adjusted. Always verify proper pushrod length to ensure correct valvetrain geometry.
3. Accessory Brackets: While the heads themselves bolt on, be aware that some accessory brackets (alternator, power steering) designed for older perimeter-bolt valve covers might interfere with the new center-bolt valve covers. You may need to modify or source new brackets.
4. Spark Plugs: Use the recommended spark plugs for the L31 Vortec engine.
5. Exhaust Manifolds/Headers: These typically remain compatible as the exhaust port pattern is standard Gen I small block. However, if space is tight in your chassis, always double-check clearance.
6. Piston-to-Valve Clearance: If running a high-lift camshaft, especially with milled heads or a small-bore engine, always check piston-to-valve clearance to prevent interference.

Unlocking More Power: Upgrading and Modifying Vortec Heads

While 5.7 Vortec heads are excellent in stock form, they respond incredibly well to further modifications. For enthusiasts chasing every last horsepower, these heads offer a solid foundation for significant gains. The key is to understand where their limitations lie and how to address them effectively.

Based on my experience, a well-executed set of modified Vortec heads can often rival or even surpass much more expensive aftermarket options. The potential for improvement is substantial, making them a favorite for performance builders.

Porting and Polishing

Even with their efficient design, the intake and exhaust ports of Vortec heads can benefit from professional porting and polishing. This involves carefully reshaping and smoothing the internal passages to reduce airflow restrictions and improve velocity. Focus areas typically include:

• Bowl Blending: Smoothing the transition from the valve seat to the port.
• Port Matching: Ensuring the intake manifold ports align perfectly with the head ports.
• Minor Port Enlargement: Carefully removing material to increase cross-sectional area without sacrificing velocity.
• Exhaust Port Work: While intake ports are great, exhaust ports benefit from cleanup and slight enlargement to help spent gases exit more efficiently.

Pro tips from us: Aggressive porting can actually reduce low-end torque by increasing port volume too much. Focus on smoothing and blending rather than just making ports larger. A professional head porter with experience in Vortec heads is invaluable here.

Valve Spring Upgrades

This is arguably the most common and necessary upgrade for anyone wanting to run a performance camshaft with Vortec heads. As mentioned, stock Vortec valve springs are weak. They typically coil bind or float valves at lifts exceeding 0.450-0.460 inches, severely limiting RPM and power.

Upgrading to stronger, higher-rate valve springs, along with matching retainers and sometimes new valve locks, is essential. Many aftermarket companies offer spring kits specifically designed for Vortec heads that allow for higher lift camshafts (e.g., up to 0.550 inches or more). This simple upgrade unlocks the full potential of a more aggressive camshaft.

Larger Valves (If Applicable)

While the stock 1.94"/1.50" valve sizes are good, some builders opt to install larger valves, typically 2.02" intake and 1.60" exhaust. This requires machining the valve seats and possibly performing some bowl work to shrouding.

Common mistakes to avoid are installing valves that are too large for the port. This can lead to decreased velocity and actually hurt performance. Larger valves are typically only beneficial in highly modified engines with significant porting work and aggressive camshafts, where the engine needs maximum flow at higher RPMs.

Milling for Compression

Milling the cylinder head decks reduces the combustion chamber volume, which in turn increases the engine’s static compression ratio. This is a common modification to boost power, especially when combined with a suitable camshaft. Stock Vortec heads have around 64cc chambers. Milling can reduce this to 60cc or even less.

However, increasing compression requires careful consideration of fuel octane requirements and piston-to-valve clearance. Too much compression can lead to detonation, especially with pump gas. Always consult a machinist and calculate your target compression ratio carefully.

Common Issues and Solutions with 5.7 Vortec Heads

Like any mass-produced component, Vortec heads are not entirely without their quirks. While generally robust, certain issues can arise, especially with age or improper modification. Awareness of these potential problems allows for proactive solutions.

Based on my experience, most issues are easily preventable or repairable with the right knowledge and attention to detail. These heads are incredibly durable, but understanding their weak points is key to long-term reliability.

Valve Guide Wear

One common issue, particularly in high-mileage used heads, is valve guide wear. Worn valve guides can lead to excessive oil consumption and reduced performance. This is usually due to mileage and heat cycles.

The solution is to have the valve guides inspected and replaced or reamed for oversized valves during a professional cylinder head rebuild. This is a standard part of any good head freshening process and ensures proper valve seating and oil control.

Cracked Heads (Less Common, But Possible)

While less common than with some other GM heads (like certain early 4.3L V6 Vortecs), it is possible for 5.7 Vortec heads to develop cracks. These typically occur around the valve seats or in the combustion chamber, often due to overheating or casting flaws.

Pro tips from us: Always pressure test any used heads before installation. A competent machine shop can perform a magnaflux or dye penetrant inspection to check for invisible cracks. Avoiding overheating your engine is the best preventative measure.

Intake Manifold Gasket Leaks

This isn’t strictly a "head" issue but is intrinsically linked to the Vortec design. The L31 Vortec engines (and thus the heads) are notorious for intake manifold gasket leaks, particularly from the lower intake manifold gasket. This usually manifests as coolant loss or oil contamination.

The issue stems from the design of the factory plastic/rubber gaskets. When replacing the intake manifold, always use updated, high-quality aftermarket gaskets (e.g., Fel-Pro PermadryPlus) designed to address this problem. Proper torquing of the intake manifold bolts is also crucial.

Valve Spring Limitations

As discussed earlier, the stock valve springs are a significant limitation for performance applications. They restrict camshaft choice and high-RPM potential. This isn’t a "flaw" per se, but rather a design choice for a factory truck engine.

The solution, as detailed in the upgrade section, is to replace them with higher-rate aftermarket valve springs and matching hardware. This is a non-negotiable upgrade for any performance build using a camshaft with more than about 0.460 inches of lift.

The "Vortec Head Swap": A Step-by-Step Overview (High-Level)

Performing a Vortec head swap is a rewarding project that can dramatically improve your engine’s performance. While this is a high-level overview, it outlines the general steps involved. Remember, detailed service manuals and proper tools are essential for success.

Based on my experience, thorough preparation is 90% of a successful engine project. Don’t rush, and double-check everything.

1. Planning and Parts Gathering

• Define Your Goals: What kind of power are you looking for? This will dictate your camshaft choice, valve springs, and other modifications.
• Source Your Heads: Decide whether to use new, remanufactured, or used Vortec heads (062 or 906 castings).
• Acquire Necessary Components:
  • Vortec-specific intake manifold (carbureted or EFI).
  • New head gaskets, intake manifold gaskets, exhaust gaskets.
  • Head bolts (new TTY bolts are usually recommended, or use ARP studs).
  • New valve springs, retainers, and possibly pushrods if upgrading.
  • Camshaft (if desired).
  • Coolant, oil, RTV sealant.
  • Any necessary accessory brackets.

2. Disassembly

• Drain Fluids: Drain coolant and engine oil.
• Remove Accessories: Disconnect and remove alternator, power steering pump, AC compressor, etc.
• Remove Intake Manifold: Disconnect fuel lines/carb, vacuum lines, sensors, and remove the intake manifold.
• Remove Exhaust: Disconnect exhaust pipes from manifolds/headers.
• Remove Valve Covers and Rocker Arms: Disconnect spark plug wires and remove valve covers. Remove rocker arms, pushrods, and any other valvetrain components. Keep everything organized.
• Remove Cylinder Heads: Loosen head bolts in the reverse order of the tightening sequence and carefully remove the old cylinder heads.

3. Installation and Assembly

• Prepare Surfaces: Clean the block deck surfaces meticulously. Ensure they are free of old gasket material, carbon, and debris.
• Install New Heads: Carefully place the new head gaskets onto the block. Position the Vortec heads onto the block.
• Install Head Bolts: Apply thread sealant to head bolt threads (if required, consult bolt manufacturer instructions) and install them. Follow the manufacturer’s specific torque sequence and specifications (often multi-step torque-to-yield).
• Reassemble Valvetrain: Install new pushrods (if applicable), rocker arms, and adjust valve lash if using adjustable rockers.
• Install Intake Manifold: Use new Vortec-specific intake gaskets. Apply RTV sealant to the front and rear china walls of the block. Carefully lower the Vortec intake manifold into place and torque the bolts in sequence.
• Reinstall Accessories and Exhaust: Reinstall valve covers, exhaust manifolds/headers, spark plugs, wires, and all accessories.

4. Tuning Considerations

After installing Vortec heads and potentially a new camshaft, proper engine tuning is paramount.

• Carbureted Engines: May require jetting changes, timing adjustments, and possibly a different vacuum advance curve.
• Fuel Injected Engines (EFI): Will almost certainly require a custom tune. This is critical for optimal performance, fuel economy, and engine longevity. Ignoring tuning can lead to poor performance, check engine lights, or even engine damage.

Choosing the Right Vortec Heads: New, Used, or Remanufactured?

When deciding on 5.7 Vortec heads, you have a few options, each with its own set of pros and cons. Your budget, desired performance level, and willingness to do additional work will guide your decision.

Based on my experience, there’s a place for all three options, but knowing what to look for is key.

New Vortec Heads

• Pros: Brand new, no wear and tear, usually come with a warranty. Guaranteed to be free of cracks or damage.
• Cons: Most expensive option. Factory new L31 heads are becoming harder to find, and "new" might mean aftermarket castings that mimic Vortec design.
• Best For: Those who want absolute peace of mind and are willing to pay a premium. Often a good choice if you’re building a brand new engine.

Used Vortec Heads

• Pros: Most affordable option. Readily available from salvage yards or online marketplaces.
• Cons: "Unknown history." May have high mileage, worn valve guides, bent valves, or hidden cracks. Requires professional inspection and often a full rebuild (valve job, new springs, seals, possibly guides).
• Best For: Budget-conscious builders who are comfortable with engine work and have access to a reputable machine shop. You can save a lot of money if you find a good core.

Remanufactured Vortec Heads

• Pros: Offer a good balance of cost and reliability. They have been professionally inspected, cleaned, pressure tested, and often come with new valve seats, guides, and seals. Typically carry a warranty.
• Cons: More expensive than used, but generally less than new. Performance may vary slightly between remanufacturers.
• Best For: Most enthusiasts looking for a reliable, ready-to-install solution without the highest price tag. It’s a great middle-ground option for a solid performance upgrade.

Pro tips from us: If buying used, try to get them from a running engine if possible. Visually inspect for obvious signs of damage, impact marks, or severe corrosion. Expect to spend money on a machine shop to ensure they are truly ready for performance duty.

Pro Tips for Maximizing Your Vortec Head Performance

To truly unleash the power of your 5.7 Vortec heads, consider these expert tips that go beyond the basic swap. These elements work synergistically to create a powerful and reliable engine package.

Camshaft Selection

The camshaft is the heart of your engine’s powerband, and it must be matched to your Vortec heads. With their excellent airflow, Vortec heads can benefit significantly from a more aggressive camshaft than older factory heads. Look for cams with:

• Higher Lift: Capitalize on the improved flow, but remember to upgrade valve springs.
• Longer Duration: To increase the engine’s RPM range and top-end power.
• Appropriate Lobe Separation Angle (LSA): Tighter LSAs (e.g., 108-110 degrees) can enhance torque, while wider LSAs (e.g., 112-114 degrees) generally provide a broader powerband and better idle quality.

Common mistakes to avoid are choosing a cam that’s too big for your compression ratio or intended street use. Balance is key.

Exhaust System Matching

An efficient exhaust system is crucial for allowing the engine to expel spent gases effectively, especially with improved cylinder heads. Restrictive exhaust manifolds, small-diameter piping, or inefficient mufflers will choke even the best cylinder heads.

Consider upgrading to:

• Long-tube or Shorty Headers: To improve exhaust scavenging.
• Larger Diameter Exhaust Piping: Ensure it’s appropriately sized for your engine’s power output.
• High-Flow Mufflers: To reduce back pressure without excessive noise.

Learn more about optimizing your engine’s exhaust system in our detailed article .

Fueling and Tuning

As discussed, proper fueling and tuning are non-negotiable. Whether carbureted or fuel-injected, the engine needs to be accurately fed and ignited to take advantage of the Vortec heads.

• Carbureted: Ensure the carburetor is properly jetted and the accelerator pump is matched to your engine’s needs.
• Fuel Injected: A custom ECU tune is vital. This optimizes fuel delivery, ignition timing, and other parameters for your specific engine combination. A good tune ensures maximum power, efficiency, and engine longevity.

Piston Choice

If building a new short block or doing a full rebuild, consider your piston choice. Flat-top pistons with a relatively small valve relief can work very well with Vortec heads and a mild performance cam, providing a healthy bump in compression.

However, if using a very aggressive cam, ensure adequate piston-to-valve clearance. For high-compression builds, dished pistons or custom pistons might be necessary.

Common Mistakes to Avoid During Your Vortec Head Project

Even experienced builders can overlook details. Being aware of these common pitfalls can save you significant time, money, and headaches.

Ignoring Valve Train Compatibility

This is the number one mistake. As emphasized, the stock Vortec valve springs are a major limiting factor. Attempting to run a high-lift cam without upgrading the springs will lead to coil bind, valve float, and potentially bent pushrods or damaged valves.

Always match your valve springs to your camshaft’s maximum lift and intended RPM range. Also, verify pushrod length to ensure proper valvetrain geometry.

Improper Intake Manifold Selection

Trying to bolt a non-Vortec intake manifold onto Vortec heads simply won’t work due to the different bolt patterns. Ensure you purchase an intake specifically designed for Vortec (L31) cylinder heads.

This includes carbureted and EFI manifolds. There are plenty of excellent aftermarket options available, so there’s no excuse for using the wrong one.

Neglecting Tuning

An engine is an air pump, and while Vortec heads improve the pump’s efficiency, the engine control unit (or carburetor) needs to be told how to best utilize that efficiency. Running an engine with new heads and cam on a stock tune is a recipe for poor performance and potential damage.

Invest in a professional tune or learn to tune your own system. It will unlock the full potential of your investment.

Overlooking Ancillary Components

Don’t forget the "small" things. New head bolts (especially TTY bolts, which are single-use), quality gaskets, clean block surfaces, and proper torque sequences are critical for a leak-free and reliable engine. Cutting corners on these can lead to major problems down the road.

Check out our guide on for more in-depth information.

Beyond the Basics: Advanced Vortec Head Considerations

For those pushing the boundaries, the world of Vortec heads extends even further.

Aftermarket Vortec-Style Heads

Many aftermarket manufacturers produce aluminum cylinder heads that replicate or improve upon the Vortec design. These often offer larger runners, bigger valve sizes, and improved material strength. They maintain the Vortec intake manifold bolt pattern and port design.

These are excellent options for high-horsepower builds where weight savings and maximum flow are paramount, and budget is less of a concern.

Comparing to Other SBC Heads

The 5.7 Vortec heads set a new benchmark for factory Gen I small block performance. They generally outflow and outperform most other factory cast-iron heads, including "double hump" heads, fuelie heads, and early swirl port designs, especially in the low-to-mid RPM range.

While some highly ported older heads might compete in peak flow, the Vortec’s efficient combustion chamber and direct port design often give it an edge in overall street performance and efficiency.

Conclusion: The Enduring Legacy of 5.7 Vortec Heads

The 5.7 Vortec cylinder heads are, without a doubt, one of the best factory performance parts ever produced for the Gen I Small Block Chevy. Their combination of excellent airflow, efficient combustion, and incredible affordability has cemented their place in automotive history. From budget-friendly street builds to serious performance machines, these heads provide a formidable foundation for power.

By understanding their design, identifying the correct casting numbers, and addressing the necessary supporting modifications, you can unlock a significant increase in horsepower and torque for your small block Chevy. Whether you’re refreshing an old truck engine or building a full-blown performance motor, the 5.7 Vortec heads remain an intelligent and highly effective choice.

Don’t let your engine breathe through restrictive lungs any longer. Embrace the power of the Vortec and experience the difference firsthand!