Looking for opinions here. I'm trying to decide on heads for a 462 that I'm putting together. This is my basic package thus far: 11.0:1 Ross pistons 0-.010 deck, resized rods, arp bolts, Speed Pro rings, cam of choice is 308s, KB Wildcat Holley flange, maybe a girdle, TA roller rockers, BHJ balancer, MSD distributor, Holley HP 950. I can't decide on the new stage 1's or the assembled street eliminators. My goal is very low 11's (realistically) high 10's (hopefully). What do you guys think?o No: Occassional street driving mostly strip.
Eric Thanks for the input. I'd rather standard port because I already have the KB intake for standard port. Isn't the entire port raised or is it just the roof of the port? I guess I could have the intake ported to match a high port. What head (stg 1/stg 2) flows better out of the box and how much more does the high port flow over the standard head out of the box?
It sounds like you may be confused by the recent announcement about the Stage 1 Track Eliminators. The Stage 1 (I assume they're called STREET Eliminators) that everyone was talking about a while back have the standad intake port, while the more recent Stage 1 TRACK Eliminators have the raised intake port. Stage 1 SE - Standard Intake, Standard Exhaust Stage 1 TE - Raised Intake, Standard Exhaust Stage 2 SE - Standard Intake, D-port Exhaust Stage 2 TE - Raised Intake, D-port Exhaust Stage 3 - Raised Intake, D-port Exhuast, Big Valves Stage 4 - Raised Intake, D-port Exhaust, Big Valves, Off-set pushrods Do a search for some of the threads where the Jim's posted flow numbers for the Stage 1 heads back when they were released. That will help you the most. Good luck.
Reynold, What really is at issue here is what you want to do with the exhaust. Manifolds or your current STG 1 headers will dicatate that you use the Stage 1 SE or TE head. I would run the SE head in almost every street application. The bigger head is really a race piece, at home on 650+ HP motors. Not that I have any testing data that would indicate to me that you could not use a TE head on the street, it's just my general feeling that to really compliement that head, you need to be working on a 650+ HP motor, and have all the goodies to go with it. Now, for your particular combo, the TE's are out.. due to already having an intake you want to use. I know.. I saw that piece.. :TU: Moneywise, if you have a car that the STG 2 headers fit, and have to buy headers anyway, then that is the best choice, due to the fact that the STG 2 SE's are not the "latest greatest thing" and the price is better on them. I don't feel that there will be any great difference in power, or low speed torque between the two different exhaust ports. IN our testing, they flow about the same, with equal amounts of work, on the exhaust side (SE STG 2 and SE STG 1). On the intake between those two heads, there is no difference, since they are made from the same mold. JW
Just to make it a little more confusing... We now typically use a bigger intake valve than the stock STG 1 valve, and have seen some good results. Nothing earth shattering, but there are other reasons in the setup of the head, that we have went to these new valves. But that's "top secret".... :laugh: JW
I knew that there was something I forgot to add in the set up. I'm open on headers also. I had planned on 2" coated headers (probably from Brian Earrick). I really like the Stage 2 head, but saw no difference in price. My concern is getting around 310-320 with some mild porting on either head. What does each head flow out of the box? Jim, awhile back, I remember reading a post you wrote about the 308s not being a good choice for stage 2 heads. Why is that?
Mmnnnn... Tough question for me to answer... As we have never done the "out of the box" deal on alumium heads.. a couple Franklins in bowl and chamber work really wake all these heads up, and give you a good return on investment. Our "upgrade valve installation" (that's the $2695 STG 1 Alum) head, flows right around 315 cfm. If I recall correctly, back when we did the first set of the STG 1 SE heads, we did just cut a seat, and worked on the insert a little with a bowl cutter.. I think they went around 290-300 cfm. But with a little extra work, you really do get a noticeble, and measureable improvement. I would still run a 1 7/8 header.. that is what the 610 TQ / 604 HP pump gas motor, that has enough vacuum to run the brakes (so it has a relatively small cam) had on it. I have tested with 2" headers on these motors before, even my $1400 "headers by ed" ones, and there is not much to be gained there. Your already giving up a little low end torque with the big manfold.. so don't give away too much. Balance is what your after. Remember, Sweesy's 727TQ/804 HP 525 CI motor has 2 1/8 primarys on it's header.. No difference when we switched to a 2 1/4 header.. actually lost a little torque, on that particular motor. Typically, there is really no need for more than a 4* of split between the intake and exhaust, with these good flowing aluminum heads. The 308 is 268/274.. It will work, and the exhaust won't hurt it, but it's really not needed. That 610/604 motor?.... Straight pattern cam.. Dang.. telling more secrets.. ou: JW
Jim - If someone already had a cam, but it was a dual pattern - how would staggering the rocker ratio help that. Something like 1.65 int. and 1.60 exh.?? Would that help even out the split pattern cam? Just curious - thanks.:TU:
