you can flow heads different ways mine were at cfm@28 some guys use a pipe or something not sure what they do, you can got flow numbers to read higher but you need to compare apples with apples. maybe gessler told me a little higher 232 for stage 4 i cant remember.maybe greg G. can help us out here. with some facts.
sorry looked on my sheet 218/136 @28 cfm with with out header flow tube. they dont call it a pipe my mistake.
I do want to say that I am sure Greg G. can get better numbers than me. Also them heads were very stubburn. I went very slow and would check and often not make any gains. Its a lot of work. I was planning on going to a third party and see what they get on them. At one point I had a guy flow them and he got a few cfm higher than me. At that point I was at 214 at .600 and he got 219. Since then I am now at 237 and trying to figure my next step. Anyway this had become a hobby over the winter. I agree about the apples to apples comparison:TU:
could be that the head porters cant take that kind of time with out costing us even more than they do now, some heads most be thinner then others and they worry about going to far. maybe you should be happy at the 237 thats a good number how about the exhaust were you at.
Flow bench numbers don't always make dyno numbers, which don't always make ET numbers. Read Larry Widmer.
Hi Tom, how's things by you?? Tom has a friend up his way with some iron heads flowing in the neighborhood of 230+ intake/ and 150+ exhaust @ .600" lifts! I don't have the original flow sheet available this evening! They had come in with some of the porting already done, a decent job, and were "dressed up" here and checked by us on the Superflow! The above numbers are where we left off! With much thanks to Tom, the car runs fine at some low 11 numbers and is a few years running to date! It's been a fun "street/strip" deal! When comparing ANY cylinder head flow numbers, the "fixture" (bore size) should be mentioned to keep it as an "apples-to-apples" type test!! Thanks, Gary in N.Y. P.S. For anyone considering running ANY Nailhead roller setup, I strongly recommend using "Titanium" valves/retainers ONLY, along with some lash caps, no steel valves! On an all-out deal I would probably go right past the 11/32" stems and right down to the 5/16" deals. Should make for some extremely lightweight pieces! A "killer" top-end along with Tom's rockers!
how long will the cast iron valve seats last in a NH fitted with titanium valves? I know high performance race cars (NASCAR) often use Ti valves for lightweight reciprocating assembly, but these engines are gone after <1000 miles. Titanium has slightly better thermal conductivity than most forms of stainless steel, and is slightly lower on the hardness scale. Both of these (and lite weight) should help slow down seat recession, i guess.
Here's nailheads with roller cams and modified to boot! <!-- skip links for text browsers -->skip to main | skip to sidebar <!-- google_ad_section_start(name=default) -->Sunday, January 10, 2010 Buick Nailhead - After Market Heads ! Were there any after market high performance heads available for the 401 / 425 Bucik Nailhead ? Well the answer would be; Buick made less than 30 cast iron 'D' port heads and less than 10 aluminium heads... However; on a
I know this thread is more than 5 months old, but we have set a NEW record on 10/1/10 at 10.8ET @ 125MPH. Weigh thas been added to the car with the original steel bumpers & decklid, removing the "Glass" pieces. Around 3350 give or take. This is with 1.52" exhaust valves. The numbers by weight & MPH are around 520HP. With carbs. & a distributor. I think this is pretty damned good despite all the inherit drawbacks. Just my dimes worth. Tom T.
Tom, I know you said the specs weren't really subject to be put out there, but I know I'm really curious as to the whole setup .
Much attention to details Andy. I bet between the three of us we have well OVER 300 hrs. in this last engine. This is just specing & getting things as right as possible. Compression is not what we were looking for because of the problems with piston manufacturing. The heads aren't flowing what my man I Ca. has gotten out of them, but close. Bob in Mo. is working on getting better results. Once he gets his trans. & rear done I'm hoping he will be back at it soon. I'm sure there's more in it with tuning & working on the traction. Our 60 foot best has been a 1.50. This needs to be closer to 1.40 or so.
pretty good! what it takes to be the record holder in the NH class is shrouded in secrets that will go to the graves of those who know - aside from the prominent use of roller tipped adjustable rockers!
Congrats Tom! Good Luck on the 1.4 short time, that will be tough, especially with a stick, IMHO. How about tires, how wide the wheels and the tire, widths, please? These heads are pretty much knock resistant from experience, a lot due to ther design and high nickle content. Well, again, CONGRATS! nice work with the nail'Heads for this is dificult as we all know! Tony.
Mike, a solid flat tappet. 9" Hoosiers & 8.5" wheels. Need better tires. M&H??? Need proper springs to get the suspension to work better. This all takes time which is always at a premium & $$$ to go along with it.
