Most know about our billet heads with water that have shown no sign of overheating (500+cfm not for street. ) we are in the process of casting with water. We will also be working on a 400 cfm and 450 cfm out of the box next year. They will be a stage 1&2 style head. No porting. A cast intake will follow. For now we will only have billet intakes dyno tested. The most we could get out of a S2 Head was 447 cfm. Not enough for what we wanted and no water. We originally started this project for John Everett’s Dragster only, but thanks to Jeff Strube were going crazy!
So he installed a N/H crank in a 455 is what you're saying? I have heard of that being done already, I think Finishline Performance did that in one of there race cars. So you should be able to have the mains reduced to 2.750"(will be increasing the housing bore in the block) and whatever the seal area needs I would think and whatever snout work as well. The thrust width is the same or very close IIRC and the bore spacing is the same as well. Basically if a N/H crank can be made to fit into a 455 block, a crank that is made for a 455 can be altered to fit a N/H block I would think. If you don't think you can have it altered at your shop I'm sure I can probably send it out locally to be altered to fit. Would be nice to buy it ready to run though, no big deal. If the mains didn't have to be cut down so much I would of considered altering a cast crank but then it wouldn't have 4.400" stroke! Hoping to be ready to do this in the next year or 2?
Ken, Do you have the estimated or projected flow numbers and lifts for these S1 & S2 style heads? An ETA for the market would 2020 or 2021? And the same questions for the intake? You peaked my interest.... I'd solely be using the heads for road course and AX
We do have flow tests but they will not be released until the heads are in production next year. You will not need to spend money on porting any longer.
Derek, I think Ken's comment is because Jenn and I are in the process of getting a crank and cam mill, not grinder... So any crank for our Buicks we should be able to produce along with cam cores. I'll create a thread later this year with some type of update on that.
I did de- stroking about the same time too. By sanctioning body we were limited in a 69 GS400 to a 400 plus a .060 overbore.I de-stroked a larger bore than that to use a stage1 head to eliminate shrouding and stay within the ci limits. Also used a al. flywheel with my 4 speed, should've heard that thing rev, like a small block chevy, and allowed me to launch almost on the wood without blowing the tires off.
Gary one of our engines is a 4.500 bore with a 3.750 stroke. We are limited by our fuel pump size (21gpm.) Which limits the cubes before we run out of fuel at 1000'-1100'. Rules are rules sometimes it is all about how you stay in them
It will "bee" nasty 2-1/4" zoomies and Ken's heads flowing about 485 cfm on our cam spec with the F3R Procharger add in the Nitro and hold on... Can't wait to hear the sound in the lights, should be obnoxious in a good way.
Is there any price available for the heads? It will be cool, when there is an intake and exhaust flange available. For those guys that want to build headers and intakes for themself.
What's the ETA of the heads? Wildcats, stage 2... I'd be willing to jump on a set if they have water jackets cuz I'm going on a road course for 20 laps.
I will be waiting for the new 455 - wildcat block production with various bore /stroke configurations .
Just an update, We already have exhaust flanges you can run from 2"ID to 2.5" OD. We are finishing our 2nd billet tunnel ram for dyno testing soon. Then the block and head shop drawings for the foundry cores
