Best suggestions yet Rick. Start with a head flowing on the high side of mildly ported heads. Say 270's with room to expand if needed. Not everyone will want "race" heads. And just for your viewing pleasure: If the 350 heads are done - the Rovers will be done also.
Great, now I have to break out the reserve undies. I'm guessing the plan is a different core mold for the runners and chambers on the Rover version? Or are they going to be actual Gen 1 heads (EI,EI,IE,IE) for 215 through 340 and Rover? I have to put the computer away now. Rick
ou: NOW your making my brain HURT. if a rover version is done then i'll stick with my 300, MAYBE been making plans to step up to a 350 Hey but this is a good kind of confusion :beer
Agreed. 270 cfm should be more than enough for the majority of interested buyers (like me). I would assume that, when the heads hit the streets, someone like T/A would be willing to step up with a good single plane intake. The investment, at that point would be much "safer" for them - basically guaranteed. With the heads (by far, the greater investment) already done, it only makes sense to follow through with the SP intake. I'd like the SP intake to be drilled for both Q Jet and Holley carbs. As for the hgeads, stay with shaft rocker design, plan on valve lifts up to ~ .600"
another suggestion: use the Olds 6 bolt per cylinder head bolt pattern or at least have the bosses for them (like the TA race V6 block and heads). see the pics in this thread: http://www.v8buick.com/showthread.php?t=94604 this way the heads will be compatible with the original 215's and we'll be ready for those new 350 block castings. . . . what? i can dream can't i? a further thought: Bill, you're aware that there's a 40 year old OHC head designed and built for the Olds 6 bolt/cyl 215 block, right? something to think about for the future... :error:
Hey Bob, I think you're referring to the old Repco Brabham SOHC and DOHC stuff from Australia. Those parts can still be had... NEW. http://repcobrabham.com/ Greg
They are very close. I know bill is in that range with some massaging. I am in the 280's with my heads. :TU:
Phil!!! You made Coke come out my nose again!!! Geez that burns..... and I have to take the #%@!& keyboard apart again!!! You guys always wait for when I'm drinking the sticky stuff........ :moonu:
woahhhh I am not going there.... Let me reiterate... They are very close. I know Bill's 350 Heads are in the 300 cfm range with some extra work. I am in the 280's with my heads. Bill I have to be care in which words I use around you. I have a special word for you.... I will use it in a sentence.... Everyone knew Bill was a NICE guy. Definition: From Websters Dictonary Etymology: Middle English, foolish, wanton, from Old French, from Latin nescius ignorant :eek2:
Hey Bob, I think you're referring to the old Repco Brabham SOHC and DOHC stuff from Australia. Those parts can still be had... NEW. ah hee hee. ya, that was exactly what i was talking about. google didn't bring that up for me when i tried searching, most of the stuff i found was in England. you dirty rotten bastard, now i gotta email em. ou:
so are these actually in process of being made...as in planing stage, gonna be reality...or is it simply just a wet dream lol
suggestion i don't know if this has been mentioned in any other aluminum head threads, but here goes.... Do the accessory brackets for the serpentine belt system on an 86'-87' Grand National currently swap over to a 350 using the same mounting holes? IF SO we're good to go... IF NOT, may i suggest making the heads with dual accessory mounting hole patterns so that we could either run the factory setup, OR reap the benifits of a relatively cheap serpentine belt system, along with the more modern accessories that go along with it.... not to mention, say, lighter pulleys via RJC racing billit aluminum pulleys... free up some horsepower there :Brow: that's all i can think of for now... my .02 EDIT: another one.... valves in stock location so current valvetrain components are compatible... but also make it possible (i don't even know if it would be) to utilize Chevy style Scorpion roller rockers... i think that'd be quite a bit cheaper than shaft mounted ones..... though i prefir the shaft :grin: .... SO, who's gunna start making us a selection of hydraulic ROLLER cams for those of us that are gunna want to make some BIG HP?... oh yeah... IM IN if you haven't gathered
This is a mockup of '87 Grand National bracketry on the front of a 350. It all works including the timing cover. The only changes you would need would be a longer belt and the intercooler brackets would need slight extensions due to increased deck height. :TU:
Tom, you got plans on building that? :Brow: Would it be a fairly simple project? I would think a GN setup on an engine with 2 more cylinders would be awesome!
What don't I understand? There's gotta be somethin' I'm missing. Aluminum heads are already in production. An aluminum single plane intake manifold is already in production. An aluminum "upgraded" 4" bore block is already in production. Why not take 20K of the "development money" and just buy a container full of Wildcat heads 'n' manifolds? The money spent would be backed by "product". You'd probably get a volume discount on the product, and you'd have minimized the shipping cost per unit by moving them in bulk. Perhaps buy the heads bare, and fit valves and such here in the States, to customer order. Wildcat is using these heads on 5- and 6-liter engines. Yeah, they are a bit on the small side for an engine that size--but still better than factory iron. The remaining 5K of the development money could be spent producing: 1. Spacers for the manifold so the manifold could fit on the taller deck-height blocks (or convincing Wildcat to alter the existing molds and machining so as to achieve a manifold that can be machined to fit any of the various deck heights including the 350.) Spacers on manifolds is nothing new, Big Block Chevy guys use 'em when they need to put a passenger car 396/427/454 manifold onto a Tall-Deck 427 truck block. Cost of the Chevy spacers is about $125 now. I got my set about a year and a half ago for $80. And since Buick does not drop the distributor through the intake manifold, the distributor length problem on the Chevy isn't an issue for the Buick. A sufficiently talented home hobbyist "could" carve spacers for a manifold in a weekend. Get some aluminum bar stock, and a set of intake gaskets. Cut away all the aluminum that doesn't look like the gasket. The hardest part would be to get the proper thickness so the manifold ports 'n' bolt holes line up. The Chevy kit comes with end-rail spacers, too, but I get the impression that they aren't often used. Mostly, I think, they just fill the gap with silicone. 2. Get your favorite cam grinder to build some camshaft cores (or billet camshafts) that suit the Wildcat valve positions using the larger 350-style cam journals. 350 guys get the heads 'n' manifolds, but with a different valve order requiring a special cam. Hey, who would buy aluminum heads 'n' manifold, and NOT buy an upgraded cam? So perhaps the special cam is a few bucks more than an "off the shelf" 350 cam. You would have product available in perhaps 2-3 months, instead of 2-3 years.
20K will get you 6 sets of Wildcat heads. Those things are not cheap. The single plane Wildcat shows for sale on their website is from Australia and is made by a company called "Wilpower" (Max Wedge Performance) and it won't work with the big port Wildcat heads. Ian Richardson, the gent that owns Wildcat, is a one man show. If you want a set of his heads, you pay for them and wait three months for delivery. What this excersize is all about is getting a good flowing head available over here at a reasonable price and not subject to currency fluctuations. Greg
Yep, I knew there had to be more to it than just buying a big box from England. But at least I know WHY now. Thanks.
