Why the Brodix Track 1 350 Head Stands Out

The Brodix Track 1 350 cylinder head has earned a strong reputation among small-block Chevrolet enthusiasts as a high-performance upgrade that delivers real, measurable power. Unlike generic replacement heads, the Track 1 is engineered from the ground up for improved flow and combustion efficiency. It features a 190cc intake port designed to work with moderate-to-high performance street and strip engines, making it a versatile choice for a wide range of builds.

Brodix uses premium 356-T6 aluminum and CNC-machines the chambers and ports for consistency. The result is a head that outflows many stock and aftermarket castings out of the box, often eliminating the need for costly porting work. Whether you are building a weekend cruiser or a bracket-race car, the Track 1 350 head provides a solid foundation for serious power gains.

Key Specifications and Design Features

Understanding the specs helps you match the head to your engine combo. Here are the critical numbers for the Brodix Track 1 350:

  • Material: 356-T6 aluminum – lightweight and excellent heat dissipation
  • Intake Port Volume: 190cc – ideal for 350-383 cubic inch engines with moderate camshafts
  • Exhaust Port Volume: 72cc – optimized for scavenging without losing low-end torque
  • Combustion Chamber Volume: 64cc – works best with flat-top pistons for 10:1 to 10.5:1 compression
  • Valve Sizes: 2.020” intake / 1.600” exhaust – stainless steel with swirl-polished stems
  • Valve Angle: 23 degrees – standard small-block Chevy architecture for easy valvetrain upgrades
  • Spark Plug Location: Angled for better flame travel and clearance for headers
  • Deck Thickness: 0.750” – strong enough for moderate boost or nitrous applications

These features make the Track 1 a direct bolt-on upgrade for most small-block Chevys, but with flow numbers that rival heads costing significantly more.

Installation: A Step-by-Step Guide

Installing the Brodix Track 1 head requires patience, the right tools, and attention to detail. Follow these steps carefully to avoid damage and maximize performance.

Tools and Materials Checklist

  • Torque wrench (ft-lb and in-lb scales)
  • Socket set (3/8” and 1/2” drive, including 12-point sockets for head bolts)
  • High-quality head gaskets (e.g. Fel-Pro PermaTorque or Cometic MLS)
  • Head bolt or stud kit (ARP recommended)
  • Thread sealant for blind holes (Permatex or Loctite 592)
  • Engine assembly lube
  • Razor blade and gasket scraper
  • Shop rags and brake cleaner
  • Intake manifold gaskets (compatible with 190cc port) and valve cover gaskets

Pre-Installation Preparation

Before removing anything, disconnect the battery and drain the coolant. Remove the intake manifold, valve covers, and headers. Mark or bag all fasteners and brackets. Clean the engine bay to keep dirt out of the open cylinders.

Inspect the block deck for flatness using a straightedge. If the surface has been cut before, verify the piston deck height to ensure proper quench. The Track 1’s 64cc chambers require accurate piston-to-head clearance – typically 0.035” to 0.045”.

Removing Old Heads and Cleaning

Remove the old cylinder heads by loosening head bolts in the reverse of the torque sequence. Lift the heads straight up to avoid bending pushrods or damaging threads. Scrape all gasket material from the block deck using a razor blade – never use a wire wheel, which can damage the surface. Wipe the deck with brake cleaner and a lint-free towel. Blow out the head bolt holes with compressed air and apply a small amount of thread sealant to the bolts that go into water jackets (check your block’s specific blind-hole locations).

Installing the New Brodix Heads

Start by placing the head gaskets on the block dowels. Do not use gasket adhesive unless the manufacturer instructs it. Carefully lower the Brodix heads onto the gaskets, aligning the dowels. Install the head bolts or studs hand-tight. Torque them in three stages using the factory tightening sequence (typically center outwards): first to 60 ft-lbs, then to 70 ft-lbs, and finally to 75-80 ft-lbs depending on your bolt type. ARP studs require a different procedure – follow their included instructions. Re-torque after the engine has been heat-cycled once.

Post-Installation Checks

Once the heads are torqued, install the pushrods and rocker arms. Check valve lash or preload according to your camshaft manufacturer’s specs. Proper valvetrain geometry is critical – use a checker spring to verify rocker arm sweep. Mount the intake manifold with a light coat of RTV at the front and rear china walls. Install new valve covers and torque evenly. Refill coolant and oil, prime the oil pump, and crank the engine with the ignition off until oil pressure registers. Check for coolant or oil leaks before starting.

Cost Breakdown: What to Expect

Budgeting for a cylinder head upgrade goes beyond the price of the heads themselves. Below is a realistic cost estimate for a typical installation:

  • Brodix Track 1 350 heads (bare): $1,100–$1,350 (complete assembled versions run $1,300–$1,600)
  • Head gaskets: $80–$150 (Fel-Pro PermaTorque or Cometic MLS)
  • Head bolts or studs: $100–$200 (ARP 134-3601 stud kit recommended)
  • Intake gaskets, valve cover gaskets, coolant: $80–$120
  • Labor if paying a shop: $600–$1,200 (depending on local rates and whether they also tune)
  • Optional upgrades (rollers rockers, pushrods, springs): $300–$600

Total DIY cost typically falls between $1,800 and $2,500. Professional installation adds roughly $600–$1,200 to that figure. Considering the power gains, this is one of the best bang-for-the-buck upgrades available.

Performance Gains: Dyno-Proven Results

On a typical 350 small-block with a mild performance cam (around 224/230 duration at 0.050”, 0.480” lift), switching from stock iron heads to Brodix Track 1 heads can yield impressive numbers:

  • Peak horsepower gain: 50–70 HP at the flywheel
  • Peak torque gain: 30–50 ft-lbs, often with a broader curve
  • Throttle response: Noticeably sharper due to reduced weight and better airflow

With a more aggressive cam, headers, and a properly tuned carburetor or EFI system, gains of over 100 HP are common. Brodix themselves publish flow bench and dyno data for this head. Independent testers on Hot Rod magazine’s cylinder head shootouts have also confirmed that the Track 1 series consistently outperforms many competitors at this price point.

Tuning for Maximum Power

The Brodix Track 1 head responds well to careful tuning. Because it flows significantly more air than a stock head, your intake manifold, carburetor, and camshaft must be matched. A dual-plane intake like the Edelbrock Performer RPM works well for street use, while a single-plane (e.g., Victor Jr.) is better for high-RPM racing. Jetting will likely need to be richened by 2–4 sizes compared to stock – confirm with a wideband O2 sensor during tuning.

Ignition timing may also require adjustment. With better combustion efficiency, some engines prefer 2–4 degrees less total timing. Start with 34–36 degrees total advance and listen for detonation. Use high-octane fuel if compression exceeds 10.5:1.

Common Pitfalls and How to Avoid Them

  • Pushrod interference: The Track 1’s raised intake ports may require longer or shorter pushrods. Always check rocker geometry with an adjustable pushrod.
  • Header fitment: The angled spark plug location can conflict with some headers. Trial-fit before final assembly. Shorty headers often clear; long-tube headers may need dimpling.
  • Valve-to-piston clearance: With the 64cc chamber, install a checking clay test before final torquing if you have a high-lift cam or aftermarket pistons.
  • Coolant leaks: Use thread sealant on the head bolts that enter water jackets. Also, ensure the intake manifold gaskets seal properly around the steam holes.
  • Intake port mismatch: Some intake manifolds have smaller ports than the 190cc opening. Port-matching is not always required but can add 10–15 HP.

Final Thoughts

The Brodix Track 1 350 head is a proven performer that offers serious power gains without breaking the bank. Whether you tackle the installation yourself or hire a shop, the cost is well justified by the increase in horsepower and torque. For more details or to purchase, visit Brodix’s official website or check pricing at Summit Racing. If you are building a small-block Chevy and want a head that delivers real-world results, the Track 1 should be at the top of your list.