Nope, they are just sitting in the shop collecting dust.....:idea2: THey may just need a home and I'll port another set later....when we get time to get our 350 car underway.
Here are the downsized scans for those who missed them save them to your computer and you can zoom into them better with a program on your computer. < Click thumbnails :Comp:[/QUOTE]
Thanks for the pics. I'm trying my best to make a 350 run great at the track so with the help from this site we will see how fast it goes. Todd the owner of the 455 GS I race said when you get it done put in my car and see how it runs. I am so ready to get it done now.
If you can add a 50 shot of nitrous and it will really wake up! The bore size is too small to let the heads breath well NA thats why we can double the HP with about 8 PSI of boost... The more compression the better! The more plenum volume the better.
This project makes me want to send a set of heads to gessler for a max effort porting. Sure it would cost about $3000 but it would be easy to make about 500 HP NA with 8.5:1 compression and then double that with boost....
Not boasting......I had my heads done much the same 192/155 with alot of porting ( Bob Gromm racing heads ) in San Jose did mine and it's almost like I can never get to the point where I feel I am reaching the limit of flow....might sound off but it just keeps wanting to go. Everywhere I go everyone thinks it's a big block...which means alot of air flow...He did a great job and what a great guy....
That sounds great! You should post a thread with the flow sheet to give others an idea on who to get to port thier heads..... The heads I am using on my turbo 350 project had flow numbers about the same as this thread and the car ran 11.09 NA at 3800 pounds with 12.5:1 compression and two 750 CFM Holley carbs on a custom intake. I am pretty sure my heads are going to work fine with 20 PSI of boost pushing through them, I feel the single plane intake is a huge jump over stock or the TA intake.
Hey I'm a Newby, I am trying to decide what I wanna do with my 350 I know Porting and polishing is a must... I was really interested in a scan of the march enthusiast article. But would this extreme be daily drivable or would I be better off to just port match to the gasket?
Here is the article here.. If you need larger versions just PM me with your e-mail address... For daily driver use there is no down side to properly ported heads. If you are using an upgraded camshaft, larger exhaust and other mods then the head porting will work along with those mods. If you are not doing any other mods except the head porting then you will not see much gain. The difference between a modified Buick 350 with and without head porting can be about 80+ hp so the head porting is a HUGE gain IF the other things are done to match the head flow. If you want feel free to start a thread and we can help you sort out what is best for your situation. http://www.v8buick.com/showthread.php?260443-Reference-for-Buick-350-performance-information
Forget the 600 edelbrock. If possible get a stock rebuilt Q-jet (4-barrel) for that TA intake or at least a 750 edelbrock or holley.
TA recommends a square bore carb for their 350 intake, though a Qjet would work fine. Biggest thing (in my opinion) is to use a 4 hole 1" spacer on that TA intake. You take that same 600 CFM Edelbrock and put this under it, making sure you use an insulated gasket to seal the divider, and your results will improve drastically. Disclaimer: I have not done this myself but I have researched it thoroughly and the physics and math adds up. There are some who will disagree, and I respect that, but the evidence points to the spacer improving performance for the following reasons: TA's intake is too big for stock-mild applications with no head work, and by adding the 4 hole spacer will imitate the stock intake's runner design. Increased fuel charge velocity and atomization, along with reversion pulse equalibrium beneath the spacer. Creates a better 'line of sight' shot from the bottom of the carb to the runners because it's sitting up higher. The flared exits on the bottom of the spacer improve draw on the bottom of the carb, making it act bigger than it is, as well as permitting better transitional flow with reversion pulses. Also Important to note is the Buick 350 only needs 600-650 CFM in stock form.
