PLEASE POST ANY AND ALL 350 sbb IRON AND ALUMINUM HEAD FLOW SHEETS HERE

I would like to see as many 350 SBB flow sheets etc posted here as possible iron and Aluminum please. Thank you in advance.

 

Here you go Chris.

 

Here:

 

Rick Crawford did these tests, and I might add he did have to re do these heads because he ground into a coolant passage:

UNPORTED 350 heads max out at 199in/149ex :

"Just for an example....Here are some flow numbers for both a stock and ported (350)head":

Stock Flow, stock valve...
intake
.050 - 27
.100 - 55
.200 - 112
.300 - 165
.400 - 199
.500 - 196
.600 - 199
exhaust
.050 - 22
.100 - 44
.200 - 87
.300 - 119
.400 - 137
.500 - 146
.600 - 149

Ported, 1.92/1.55 valves
Intake
.050 - 32
.100 - 60
.200 - 116
.300 - 172
.400 - 215
.500 - 247
.600 - 262
exhaust
.050 - 27
.100 - 53
.200 - 102
.300 - 145
.400 - 175
.500 - 177
.600 - 182

 

So what size valve does the TA head ship with 1.94"?

I must however say that the Intake flow numbers taken at .200" lift for all of the ported heads listed in this string are unacceptable to me, as in too low especially for a race motor with a well tunes Exh system!

I would really be looking into using a 30 degree seat valve and getting those numbers up into the high 120's to low 130's.

 

TA 350 Aluminum head.

 

Wow! Almost 300 at .600!

 

Please keep in mind that a valve be it Intake or Exh only attains its peak lift point once, but attains lower lift points twice, once on the way open and once on the way closed!

Also the average amount of valve open time duration for any Cam is mainly at the half lift point for whatever amount of full lift your running at the valve.

If for example your running a Cam of .500 lift add up the flow numbers up .250" lift and then do the same from .250" lift up to .500" lift and you can then better see how the port with the better average flow numbers will perform for you in regards to higher VE numbers and inturn greater HP numbers with less rpm!

On a special set of street heads I am currently working on I am getting 156 Intake cfm at only .200" lift, this is already 75% of what the stock Head flowed at .650" lift!

 

What flow bench, bore size etc are you using? What do they flow at .400 .500, .600 and .700 lift? What is your air speed at the push rod pinch at .500, .600 and .700?

 

http://www.v8buick.com/index.php?threads/buick-350-head-airflow-numbers.323659/#post-2703757

 

Stock valve sizes

 

Chris. Are you going to plot an average of the responses? There seems to be much variation.

 

Thank you for posting your Flow #s Craig. Do you know what size the bore was on the flow bench as tested?

 

No I won't be. I don't see the point in averages, some of the data I am seeing is skewed and or not backed up with bore size etc. I was looking and hoping for proper flow sheets maybe something done with a machine with a flowcom on it and on a 3.840 bore, some of these #s we are seeing could be the difference in flow benches, benches with leakage, larger bore, etc. Its like dyno's, I have seen 870 hp engines that make 790 hp on a different dyno. They are all tools but its hard to compare one flow sheet to another. #'s sell.

 

Kind of what I thought. Still interesting.
I'm finding we really have no cylinder head shops in the Detroit area surprisingly. I need seats cut and if the cost to flow was reasonable I would have that done also.

 

Unfortunately equipment and tooling cost has gone way up. Carbides and reamers will set $10,000 alone, for a seat and guide machine like mine will set you back $60,000 plus with tooling. Proper flow bench with head stand, bores, slide plates etc is another $20,000, plus $4000 to $8000 for a valve grinder etc etc etc. The valve job is where 70% is at on any head.

 

And one of the main issues with the iron heads has always been “repeatability”, one guy can get great numbers and 10 other guys cannot. Factor in variation in cores, core shift, cracking issues, potentially hitting water etc. Plus shipping iron heads is super expensive. Then factor in the time needed to port them and it gets cost prohibitive.

 

Unfortunately I don’t know off-hand, it was done about 10 yrs ago (already) when I had my porting done... funny how time flies. Still interesting to see the results even though it’s tough to compare

 

Its best if you can do a before and after no matter what flow bench etc is used and then you will have a apples and apples test to measure gains/losses. Did you dyno your engine?