I've read 54 CC's for the heads when done, with valves. Is this still an accurate number? I called the machine shop Friday to tell Mike to not do anything with my iron heads, as the season is winding down, and theres no way I'm getting this together before the snow, and I'd rather put the money towards the aluminums VS cleaning up the irons to run for a month, then pull the engine to install aluminums. DAMN, this season has flown by Anyhow, Mike needs to know the CC's of the aluminum heads before he orders pistons, He said it doesn't need to be exact, as he errors on the side of caution and will order pistons with more CC's then cut the heads or deck to sneak up to the desired compression if needed.
Are you going to have him put the motor together and run on the dyno? If you are going to wait for the Aluminum heads you might as well have him finish it up and run on the dyno. You will wish you did and you might as well just put the SP3 on it then with your new dbl pumper. Because he can tell right away how much timing you need and how much fuel you need at the same time. He knew right off the bat with mine that there was too much timing in the motor at 36 and shut it down before 5500, he is good. Why skimp now if you are going this far with it. It will be money well spent. Don't screw around with this, Mine has been running over 23 years now because I let him finish it and run on dyno. Besides if you have never witnessed it in person you will be amazed at it. Not the same as watching on U-Tube, not loud enough. Do you have the same oil mods or upgraded from your bearing failure? What he did to mine must have worked good. I have the large gears in my engine and that is the Way TA set up my front cover assembly, I have no wear on my gears in the cam or the distributor.
Yes about 54 cc is what they are planning for...i suggest ordering pistons to give zero deck. In one of my posts i have attached the blueprint for the valve relief placement as it is different than the iron heads. Or just order your pistons through scotty brown as he has the blueprints. I think that you and i are one of the only few who have $ down on the heads and im sure we will have them by christmas. Not worth assembling it all with iron heads and then re doing it again with alums. Have a cam picked out? The heads will change the cam specs a lot too.
Can't wait to see a build with the aluminum heads. I wonder what it'd take with those heads to get 400-450hp. Probably not much outside near zero deck and a decent cam I imagine. Aren't they already like 2 steps above what an iron head can be taken to?
Yes, going .040 The block is already .030 Mike said since a ring pack is available in 3.84 he recommends going another .010 to .040
The best documented ported sbb 350 heads were just under 300 CFM of intake flow IIRC. So the new heads would have to flow right around that number and be able to be taken further when ported to be 2 times better than a factory cast iron head. Should be no problem to get to over those HP numbers with a well ported set of factory heads. Using the rule of thumb of intake CFM X 2 = approximate capable N/A HP. So a sbb 350 head that flows 250 on the intake side should be capable of 500 + HP. More if the engine is set up to handle the RPM to make that kind of power and less if in its not. The problem is with the sbb factory connecting rods that can't handle any real small block power making RPM! If you have ever heard the old adage "there's no replacement to displacement"? Well that saying is WRONG, it should be the only replacement to displacement is RPM! The smaller the cid is the more it has to spin to make the same power as a bigger cid engine. That's what I love about a stroker build, it lowers the RPM of where the same power is made. Take a nascar 358 cid engine for example, it makes around 850 HP, but the dam thing has to spin about 9,000 RPM or more to make that much power!!! Now if you stroke the crank and take the bore bigger on a small block to get about 20 more cubes on the same nascar engine the HP will peak at around 600 RPM less than the 358 cid engine. Also the side effect of more cubes is more low end torque so not a bad way to go. I like the small block engines because I can make them max out at the strip without needing a roll bar or roll cage. I love spanking a big block car with a small block as well, the cool factor feeling I get is through the roof!!(makes me all giggly inside! LOL) Derek
I think he is using stock stroke on this one... We wont really know till the heads are released exactly how much HP potential will be but i know they will be very good. Although 290 intake cfm was possible with factory heads that was a very very risky task to get that flow without ruining the casting. About 250 cfm is about what could be expected and repeated easily with the factory heads. I know that TA will be focussing on ensuring the heads are good for the street and not just race only heads. So it will take some porting to get the full potential for people looking for max HP. Over the years i have learned to think less about cfm and understand there are far more factors in play.
No one said that he was using a different stroke....... They can do both, make good street and good race heads without having to port the crap out of them! the LS series L92 factory heads flow 300 CFM from the factory. Yeah, I know you, "over the years have learned to think less about cfm and understand there are far more factors in play". Well don't forget that the CFM numbers are one of the many factors that all work in unison and are still a VERY important factor that IS in play in both the intake and exhaust ports. If CFM didn't matter then the professionals wouldn't use a flow bench that measures CFM by the way, to get the most out of porting heads. I'm not saying that TA needs to be as good as a factory head, but it would be cool if they were! I would settle for 270/180 in. ex. respectively unported flow with the capacity to be ported to 330 +/200 + with the needed for a small displacement, velocity to go with them like the now old L92 heads(the LS series engine L92 heads) have/had. The downfall of the L92 head is the intake to exhaust ratio isn't the best it can be, but an aftermarket style head that someone would replace the L92 head for more performance has even more flow out of the box with even more potential with some porting with a far better intake to exhaust ratio. The whole reason for mentioning the L92 heads(one of many factory heads that deliver and make sick power) are because this is one of the swaps that someone with a sbb has to compete with instead of rebuilding a sbb 350. The better TA does with the aluminum heads the more likely someone will keep their sbb 350 and swap heads on it. (can't wait to buy a used set of the TA sbb 350 heads because someone added the new heads and didn't upgrade the rods!)(the brow guy after rods!, would of been MUCH better) A stage 2 style sbb 350 head would of been a sweet option, all that would of been required to do to get both styles out of one casting would of been to have them casted so they could be machined both ways. I suppose when I buy my set of used heads that blew up a factory low end I can machine and weld the ports to a stage 2 style. Derek
It definitely will be balanced. Mike mentioned it, and its a good thing he did, as I forgot about it I'm still going to assemble myself, I enjoy doing it and I'm stubborn, I'm a hands on kinda guy
CFM is the number we use to relate to the customer and to measure the change from modifying. The engine math is based on Cross Sectional Area and velocity. That's how we determine everything. On a mildly ported head the CSA doesn't change so much, the velocity and port's ability to move air does, that's when CFM is an important measure.
