Jim Wiese has sent me the flow numbers on my 73 Stage1 converted heads. The numbers look good! FYI though, this was accomplished with a good deal of dough, if I were to have to do it again, I would pop for the new aluminum Stg1 heads from T/A. I couldn't attach the sheet but the end results were 277 on the intake and 206 on the exhaust . These were the peak numbers they pulled. Brian
Re: wow Ya... I wish the exhaust in a set of iron heads went 234... Brian was actually looking at the two intake tests.. 234 was what his intake flowed before we ported them.. stock stage 1 heads, with no porting.. Here are the numbers.. Lift .100 .200 .300 .400 .500 .600 Intake test 1 (before) Range 72 151 300 300 300 300 Percent 94.6 90.4 63.5 73.2 78 77.6 68 137 191 220 234 233 Cfm of flow- (Average .200-.500) 195 CFM Intake Test 2 (after) Port/Chamber work Range 72 151 300 300 300 300 Percent 100.4 50.5 72.8 89.6 92.2 90 72 152 218 269 277 270 increase 6 11 15 22 18 16 (increase in is percent of original flow) Cfm of flow (Average 229 cfm) Intake valve Diameter: 2.125stem: .372Area: 3.438 Exhaust Test 1 (before) Range 78 158 158 320 320 320 Percent 70 71.2 90.6 54.5 57.5 59.5 55 112 143 174 184 190 Cfm of flow (Average 154 cfm) Exhaust test 2 (after) Port / Chamber work Range 78 158 158 320 320 320 Percent 79 71.8 93.6 57.5 62.5 64.5 CFM of flow (Average 161cfm) 62 113 148 184 200 206 % of intake 85 75 68 68 72 76 % increase 13 1 3 6 9 8 Exhaust Valve size: 1.750Stem: .372Area: 2.297 And actually Brian... We spent $595 porting the heads.. so all that is left is to cut the decks for $48 per head, and cc match the chambers for $60 per head.. so we will have $800 in the heads, for the porting/chamber work/decking.. About $100 less than we talked about.. remember, I always quote stuff high.. And here is a good example of why.. Remember those dual springs that you previous builder installed? They will make nice paperweights for your desk.. so now we have to spend $130 for the good springs from TA.. I see this set being sold all the time.. and 250 open pressure is not what we are looking for with set of springs.. But, since I quote high... it will only cost you $30 more than your expecting.. JW
What is the intent of this engine? For my application, I'm trying to get low 13s to high 12s w/ the original 1972 455 pistons. Would the aluminum heads handle daily driving? Mr. Brian, could you give me the combo of your engine? Thanls.
Brian's engine is a hot street 455, intended to make 500 HP on pump gas, and run all the accesories in his GS.. It's 413 cam will insure easy driveablity, and porting the heads far and away the most important part of reaching his performance goal. It's a real easy low 12 second motor, with minimal dragstrip "tricks" applied to the chassis. Unfortuantly, this motor is a "redo".. of something that was done down in ST Louis (where Brian lives).. and there was a lot of head shaking going on, when we took it apart. What some shops will call "rebuilt" truely amazes me.. His combo goes like this.. 9.8-1 compression ported iron heads Sealed power forged pistons Stock rods, crank, balancer, flexplate TA timing cover TA SP-1 intake (the new one too.. :TU: ) TA 413 Cam and 1405 Check ball lifters 1-7/8 headers zero deck clearance on the block 1.65 roller rockers TA valve covers "Ignition man" converted stock distributor (a very nice piece) TA billet double roller T-chain TA valve covers 950 Holley HP series carb JW
The first build of this motor was done by a local shop that used to have a good reputation. Unfortunately I looked past the fact that they are mostly a Chevy shop and I have heard over and over to watch for that. But that being in the past, I do know now that I have made the right decision to have Jim set it up for me. My next project will have to be upgrading the rear end. I don't think the stock 8.5 10 bolt will cut it if I get it to hook. I will probably strengthen the existing setup and run 3:73's. Brian
Also Chris, the engine was originally a 73 out of an Electra Limited. But as you can see, nothing really remains the same other than the block and head casting. I have learned a wealth of info from this board. I have said it before and I will say it again.... in my opinion this is the best board I have been a member of. The people are just great and genuinely willing to help. I wish when I started this project that this board was available but it didn't exist at that time.Also I dont know what I was thinking when I posted those numbers! I knew they that was the wrong info for the exhaust flow but I was in a hurry and wasn't able to post the actual flow sheet so sorry for the wrong info! (thanks Jim for setting it straight!) Those original valve springs and installed settings were from the place I bought them from.(not a sponsor on this board). Also what I meant buy spending alot of dough, was the cost of paying for the original parts and machine work here locally and having to have it redone since the local shop didn't get it right! But that being that, all I can say is I am very excited to see what kind of numbers it posts on the dyno and getting it reinstalled so I can enjoy my car! I will keep everyone posted on the end results and get the info right the first time! ( sorry Jim!) Brian :beer
Re: Re: wow This is exactly why I keep asking these questions. This will be my first build; I have not even built a Chevy. The machine shops in New Orleans only know Chevys, but I don't have the knowledge to contest there work. I'm sorry for asking all these obvious questions, but i can't afford to lose any money. I'm a teacher:laugh:; money is hard to come by.
You definitely need a shop that knows Buicks! I made that mistake and probably a number of people here have done the same. Keep posting here and there will be plenty of help for you. But don't make the costly mistake of having a machine shop that doesn't know Buicks do your work! You can't build them like a Chevy motor and the proper clearances are critical! I have found that Chevy builders don't understand that. Ask a lot of questions and I am sure that the people here can steer you in the right direction. Brian
