I wouldn't worry too much about it. Compared to some of the sidetracks/tangents/diversions/complete derails/hijacks ending up in some threads getting locked or even deleted, this is a grain of sand in the road compared to some other rocks/boulders/complete road washouts/landslides in the road. Some people get perturbed over the smallest things. I feel pretty confident the thread has remained on track and has very little chance of becoming seriously damaged by it.
We're pushing hard to get this first set done so we can do some porting to get flow numbers and then put them on my engine and go dyno/track testing. So far so good.
A back to back dyno/track test would be interesting between ported irons and the new aluminum heads:TU:
Well, besides being lighter than iron (obviously) the 350 Buick with the new heads and an aluminum intake will float in the engine compartment its gonna be so light:shock: Seriously tho, I believe the real advantage is in the combustion chamber shape, and port layout, its far more efficient than the irons. At least that's my theoryo No:
Bigger valves, higher runner flow , and lightweight. With aluminum you can run more compression and the chamber design is better.
Speaking of that Sean, are they going to have a clean up porting option when these are ready? Or are they going out as machined? What other specs on theses do you have. Do they have a final on chamber cc? Valve size? Will pushrods length differ from stock?
I only know a little bit about the details but they were targeting 58 cc for the head chamber size... I would think that pushrod length would be different as the valves are moved. Not sure about the valve sizes but I did post a blueprint a few pages back and I think it had some more info. I will use TA roller rockers for sure.
Some cool info but keep in mind that most of us are going to have to modify the valve reliefs in our pistons due to the changed position of the valves.
Those are very nice. I did really wish the 350 would be a reasonably easy fit in an MGB as the availability of those engines would have then made it a pretty good swap. But I'm one of the most radical guys in the field and I wouldn't want to do another one that size unless someone came along and offered me an outrageous amount of money to do it and that's not real likely. If I won't do it, it's not especially likely anyone else will either. Which is disappointing in a way. Of course, on my car, having done the mods, I could fit a 350, I'd just have to make a new set of headers. With a fresh built 340 that's not real likely either any time soon, but if the 340 gave out and no more were available, maybe. For the sake of curiosity I'd like to see how the flow numbers compare to the TA Rover heads. We've seen a few numbers on those and they looked pretty good, but I know the 350 heads are likely to be closer to an all out effort as they were developed for a bigger engine. Would you care to comment on that Mike? If I was buying a set of these heads from TA (a distinct possibility, just a question of when) and capability was all that mattered I'd lean towards the 350 heads but it'd be nice to know if that choice over the Rover heads was worth a performance boost. It could be enough to justify the mods required to fit that engine. Jim
Do you have stock reference to he how much they moved. Where the valve notches need to be? With .058 below deck stock piston may be ok with.499 lift 310 cam but will need them to check. I thought they were shooting for a 54 cc chamber
About 100 lbs. That is if the factory heads weigh 60 lbs a piece and the al. heads weigh 30 lbs and if the factory intake weighs 60 lbs with the al. intake weighing 20 lbs would be my guesstimation. So the factory pieces would be around 180 lbs of top end bolted on while the TA stuff would only weigh in at 80 lbs. :eek2: Derek
Yes about 80-95 pounds is what I would estimate we would save vs stock... Will be cool to have a powerful turbo V8 at about 400 pounds... My block girdle is heavy but that's ok. I need to weigh my king billet crank it's got to be lighter than stock... The exhaust manifolds weigh as much as my headers and turbos together... The factory intake is about 55 pounds if I remember correctly and I know my sheet metal intake is about 12 pounds. Lighter rods and pistons are about 4 pound savings but it's reciprocating weight so it's extra important.
A complete 300 or 340 comes in right at 400-405 lbs (the 340 is 2 lbs heavier and the extra weight is in the block) so the 350 would be pretty much the same. This would be with aluminum heads and intake. (A Ford 302 with alloy top end is the same weight.) The later Rover engines weight 350 lbs. A 215 is 328 lbs. These numbers have been confirmed and verified as the typical weights, however variations will occur due to differences in starters, flywheels, etc. It's nice to think you can shave 100 lbs off the 450# weight, but that's not the way it works out in actual practice. Jim
