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  1. #1
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    Default SE stage 2 or TE stage 2

    When selecting a stage 2 head. which of these is better suited for a street car that will see some track time.
    I know absolutely nothing about these and am trying to learn before I make the leap.
    Is it better to purchase them assembled or bare
    short block is a 455 bored to 462. stock crank and rods. Ross pistons 9.5-1 compression (balanced)
    I have iron heads now with stage 1 valves and springs and TA 1.6 roller rockers.
    Can I use anything from these heads other then the rockers ?
    will my HP850 4150 holley be enough? ect. Headers I know need to change.
    any insight to the upgrade is appreciated.

    OR...should I just start a new motor from scratch and run this till it's done. lol
    I am my own worst enemy.
    Last edited by Mr. Sunset; 01-05-2017 at 09:08 PM.
    $$$* 1967 Buick GS 400 *$$$

    Joe M.

    1967 GS 400 sport coupe, frame off restomod BBB
    1967 Skylark sport coupe 340 peg leg. (has been laid to rest)
    1987 K5 Blazer Silverado 4x4,
    new 4 bolt main 350 , 700r4. restored for hunting only
    1999 GMC Sierra, 6.0 The work truck
    2015 Camaro 2SS, black on black. 426hp stock

  2. #2
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    3,685

    Default Re: SE stage 2 or TE stage 2

    You can make excellent power with the SE head, but the TE head has more potential, has a CNC porting program available and out of the box will make more power, it will require either a SP2 intake or adapters to run any other intake, both of which will raise intake height which as you know on 64/67's is usually an issue. Go with the 11/32 stem, many more valvtrain options than 3/8. Your rockers would interchange but I would leave the iron heads alone and get assembled heads with the bowl porting. Building a second engine is always a good move as you can sell the first engine or have it for a backup. With a new engine you can run more compression, more cam, cid etc to better utilize the heads. But as to the original question, if I had a 64/67 chassis ID probably put the SE heads in it, to avoid all the intake drama
    70 stage 1 Back under construction
    540 Tomahawk, F1c-94 Procharger
    Holley HP EFI, Stage 2 TE's
    Shooting for 1khp at the tire and 5.50s

    .

  3. #3
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    Default Re: SE stage 2 or TE stage 2

    I would pick the SE heads !
    Just there increased port volume will pick up the power band, no less the added 55 cfm of added Intake flow, they are a far better pick for a motor that see's 80% more street useage than drag strip!
    its always better to be on the small side of Cam and head picks then too large!!!

  4. #4
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    Default Re: SE stage 2 or TE stage 2

    Joe,
    Like Ethan said, the TE heads have a raised intake port and require a different intake manifold, the SP2. That intake is a full 1/2" taller than the SP1 or SPX. You will have hood clearance issues especially on a 67. There is really no reason to go TE head on a street car. Get the SE Stage2 head.
    Last edited by LARRY70GS; 01-04-2017 at 11:17 AM.
    Larry
    1998 "Fully Optioned" SC3800 Riviera
    70 GS 455 Stage1, TSP 470, 602 HP@ 5900, 589 TQ @ 4900
    TA Hyd Roller Cam, 230*/238*, 112, .544"/.577" lift, 4-7 swap
    MSD Digital 6+, Ignitionman Distributor w/MSD trigger
    THM400 with Ultimate 258mm converter, Gear Vendors OD
    AED 1000 HO Carb, 800 CFM 7042240 Quadrajet
    8.5 10 bolt, 3.73's Race weight 4025lbs.
    Best E.T. 11.54 Best MPH, 116.06
    Larrymta@verizon.net, GSCA #291
    BPG # 1063
    N.E. GS/GN Club Assistant Director

  5. #5
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    Default Re: SE stage 2 or TE stage 2

    ok, this exactly the information I would never have known. I have done enough spending on my own instinct and
    chose poorly. Ie. the Iron heads. A lot of money into those and I should have just went aluminum in the first place.
    another reason is the M/T ss headers. they had to be persuaded in and have 1/8" clearance at the drive shaft and frame.
    the stage 2 heads and headers clear everything and mike @ TA mentioned he used stock pads.
    the cam is a TA performance cam. how is this with the SE stage 2,
    Product ID: TA_288-92H
    455H.525"-231'/.525"-234',110'
    with the 1.6 roller rockers
    Last edited by Mr. Sunset; 01-04-2017 at 01:51 PM.
    $$$* 1967 Buick GS 400 *$$$

    Joe M.

    1967 GS 400 sport coupe, frame off restomod BBB
    1967 Skylark sport coupe 340 peg leg. (has been laid to rest)
    1987 K5 Blazer Silverado 4x4,
    new 4 bolt main 350 , 700r4. restored for hunting only
    1999 GMC Sierra, 6.0 The work truck
    2015 Camaro 2SS, black on black. 426hp stock

  6. #6
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    Default SE stage 2 or TE stage 2

    Quote Originally Posted by hugger View Post
    You can make excellent power with the SE head, but the TE head has more potential, has a CNC porting program available




    My SE heads are CNC ported and have no issue fitting under the hood of my 67 GS. It made plenty of power for a street/strip car.
    Peter Tonder
    1967 GS 400

  7. #7
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    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by stg2NW View Post




    My SE heads are CNC ported and have no issue fitting under the hood of my 67 GS. It made plenty of power for a street/strip car.
    How was the header fitment Peter ?did you use the TA headers ?
    $$$* 1967 Buick GS 400 *$$$

    Joe M.

    1967 GS 400 sport coupe, frame off restomod BBB
    1967 Skylark sport coupe 340 peg leg. (has been laid to rest)
    1987 K5 Blazer Silverado 4x4,
    new 4 bolt main 350 , 700r4. restored for hunting only
    1999 GMC Sierra, 6.0 The work truck
    2015 Camaro 2SS, black on black. 426hp stock

  8. #8
    Join Date
    Apr 2002
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    Arlington, Texas
    Posts
    675

    Default Re: SE stage 2 or TE stage 2

    TA's Stage 2 headers fit great in my 65 without any "modifications"!!!

    Good luck with your build!!

    Jim
    Jim Byers
    65 Skylark

  9. #9
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    Windy City
    Posts
    142

    Default Re: SE stage 2 or TE stage 2

    I would guess that the TE heads would raise the RPM for peak power with the taller ports compared to the SE heads. . I would also think peak Torque will be raised in the RPM band also . Neither are helpful to a street car .

    Pat Sweeney
    70 GS Stage 2 IRON HEAD Kennedy-Bell COYOTE

    70 GS 455 bamboo sold
    70 GSX QQ Stage 1 auto sold
    71 GSX Stage 1 4sp cortez sold
    70 GSX QQ Stage 1 auto sold
    72 GS Stage 1 sold
    72 GS 455 red sold
    70 GS 350 4 sp green sold
    70 GS 350 gold sold
    70 GS 455 green sold
    70 GS 455 convt green sold
    70 GS 455 silver sold
    67 GS 400 convt 3sp sold
    and a few Skylarks..................

  10. #10
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    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by Mr. Sunset View Post
    How was the header fitment Peter ?did you use the TA headers ?
    I did use the TA headers Joe. They fit with no modifications to anything. I used the stock mounts that I had rebuilt. I'm also using the SP1 intake.
    Peter Tonder
    1967 GS 400

  11. #11
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    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by stg2NW View Post
    I did use the TA headers Joe. They fit with no modifications to anything. I used the stock mounts that I had rebuilt. I'm also using the SP1 intake.
    I'd like to learn more about your build Peter. "The old saying, I wish I knew then, what I know now". I could have save a ton of money. and not by switching to GEICO. I recently talked to another member about the M/T ss headers on a 1967. I hope I saved him from the same fate. Was there additional machine work does to the SE heads or did you buy assembled and bolt them on ?
    Ie. port match, ect.. do you have ac ? Sorry, i could go on and on with questions. last one, what size exhaust are you running. I am partial to a 3" exhaust.
    $$$* 1967 Buick GS 400 *$$$

    Joe M.

    1967 GS 400 sport coupe, frame off restomod BBB
    1967 Skylark sport coupe 340 peg leg. (has been laid to rest)
    1987 K5 Blazer Silverado 4x4,
    new 4 bolt main 350 , 700r4. restored for hunting only
    1999 GMC Sierra, 6.0 The work truck
    2015 Camaro 2SS, black on black. 426hp stock

  12. #12
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    Sydney, Australia
    Posts
    845

    Default Re: SE stage 2 or TE stage 2

    Although I run TEs on the street, for your combo, I would run the SEs. Still a fantastic cylinder head which can make big power if you wanted to go for it.
    Cheers

    Regards
    Royden Hardcastle
    1966 Buick Electra 225 Convertible 401cui
    1928 Dodge Brothers Senior 6
    TA555cui BBB #0291110
    Yep, the only one in the Southern Hemisphere

  13. #13
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    MI.
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    Default Re: SE stage 2 or TE stage 2

    Seeing how you're asking in the race section I have to vote for you to go with the TE heads.

    That being said you should probably start from a ground up build, get that compression up to 10.5 to 11.5:1 with either set of heads depending on what roller cam you choose to run pump gas.

    Get the full girdle treatment for the block and do one of the strokers(either the 470 or the 482 version) that can be done that includes the right size aftermarket rods. Try to get the rotating mass as light as you can so with either set of heads you choose you can rev the thing more than 5,500 RPM!! 6,500 to 7,000 peak would be great!

    Don't listen to the guys that are worried about "low end" its a BBB for crying out loud(unless all you're worried about is roasting rubber), its going to have low end no matter what with those heads unless you get a cam that doesn't start making power until 5,000 RPM!(you wouldn't want a cam like that unless you had a Tomahawk block anyway)

    If you're not planning to use any power adders then the AutoTec 4032 forged pistons is a nice option that would work good for you even with around 5 psi or a 150 shot. Anything more than that go with a 2618 forged piston for more extreme cylinder pressures.

    If you just want a bit more out of your build without going to the extremes to build another engine I vote for a set of Edelbrock heads assembled by JW for the engine you have now. Installing the mentioned heads on a 9.5:1 engine probably isn't the best use of those heads. Although if it is header clearance is why you are looking at them in the first place and not so much for what kind of power potential they have then why not 9.5:1? GL



    Derek
    64 Skylark,401 Nailhead,ST400,3.23:1Posi
    64 Skylark,305Vortec sbc,700R4,12blt Posi 3.73,low 14s. A sbb 300 stroker planned for it.
    72 Skylark Convert. in progress, Not yet assembled 455 .020 over,70 heads with stage1 valves,gasket matched and bowl blended,transmission to be determined.
    65 Chevy Impala,4,400lbs,383sbc,700R4,3.07posi,1.80 60' foot time low 13s @101mph,15mpg city,24mpg highway

  14. #14
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    Default Re: SE stage 2 or TE stage 2

    Derek,
    Joe might have posted in the Race section, but I really doubt that is what he is after. Pretty sure it will be a 99% street car. Having said that, using the TE heads ties you into one intake, the SP2. That's the only intake that fits those heads AFAIK. The SP2 is 2" taller than stock. Hood clearance is a problem with the 67 cars to begin with. If he goes with the TE heads, then he'll need to cut his hood. Again, pretty sure he isn't planning that. From what I have read of Joe's posts, he made some choices with his present engine that he regrets, and was disappointed with the power output on the Dyno. I don't think he has to go completely the other way. I'm thinking the TA Stage2SE heads with entry level porting are gonna give him everything he is after, and more. The SE heads give him more options as far as intakes, SP1, SPX, even the DP Edelbrocks. JMO, Joe will let us know.
    Larry
    1998 "Fully Optioned" SC3800 Riviera
    70 GS 455 Stage1, TSP 470, 602 HP@ 5900, 589 TQ @ 4900
    TA Hyd Roller Cam, 230*/238*, 112, .544"/.577" lift, 4-7 swap
    MSD Digital 6+, Ignitionman Distributor w/MSD trigger
    THM400 with Ultimate 258mm converter, Gear Vendors OD
    AED 1000 HO Carb, 800 CFM 7042240 Quadrajet
    8.5 10 bolt, 3.73's Race weight 4025lbs.
    Best E.T. 11.54 Best MPH, 116.06
    Larrymta@verizon.net, GSCA #291
    BPG # 1063
    N.E. GS/GN Club Assistant Director

  15. #15
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    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by LARRY70GS View Post
    Derek,
    Joe might have posted in the Race section, but I really doubt that is what he is after. Pretty sure it will be a 99% street car. Having said that, using the TE heads ties you into one intake, the SP2. That's the only intake that fits those heads AFAIK. The SP2 is 2" taller than stock. Hood clearance is a problem with the 67 cars to begin with. If he goes with the TE heads, then he'll need to cut his hood. Again, pretty sure he isn't planning that. From what I have read of Joe's posts, he made some choices with his present engine that he regrets, and was disappointed with the power output on the Dyno. I don't think he has to go completely the other way. I'm thinking the TA Stage2SE heads with entry level porting are gonna give him everything he is after, and more. The SE heads give him more options as far as intakes, SP1, SPX, even the DP Edelbrocks. JMO, Joe will let us know.
    Hit it right on the Nailhead Larry, exactly why I am upgrading. the stage 2 will give me the performance and clearance needed. It's no race car but it will be fast. when I built the engine I was looking for 500+hp and came home with 426. I believe a lot was left on the table using the iron heads. hindsight being 20/20 I would have went stage2 in the very beginning. I have already opted out of the TE's as the SE's are certainly more in my direction. hood clearance being a major issue as well with the 67's. I may not even get a 1/2" spacer under the carb let alone another 2 inches. even the SP1 will be cutting it close. I will never get the starwars air cleaner in there so that will become a show piece. I made the post here in the race section only because the initial question is above the standard 455 question. If this post is in the wrong place, please let me know and I will humbly move it. Thanks everyone for your input. I have learned a lot in a very short time.
    $$$* 1967 Buick GS 400 *$$$

    Joe M.

    1967 GS 400 sport coupe, frame off restomod BBB
    1967 Skylark sport coupe 340 peg leg. (has been laid to rest)
    1987 K5 Blazer Silverado 4x4,
    new 4 bolt main 350 , 700r4. restored for hunting only
    1999 GMC Sierra, 6.0 The work truck
    2015 Camaro 2SS, black on black. 426hp stock

  16. #16
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    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by Mr. Sunset View Post
    Hit it right on the Nailhead Larry, exactly why I am upgrading. the stage 2 will give me the performance and clearance needed. It's no race car but it will be fast. when I built the engine I was looking for 500+hp and came home with 426. I believe a lot was left on the table using the iron heads. hindsight being 20/20 I would have went stage2 in the very beginning. I have already opted out of the TE's as the SE's are certainly more in my direction. hood clearance being a major issue as well with the 67's. I may not even get a 1/2" spacer under the carb let alone another 2 inches. even the SP1 will be cutting it close. I will never get the starwars air cleaner in there so that will become a show piece. I made the post here in the race section only because the initial question is above the standard 455 question. If this post is in the wrong place, please let me know and I will humbly move it. Thanks everyone for your input. I have learned a lot in a very short time.
    Joe, I'd say with Stage2SE heads with entry level porting, 10.5:1-11:1 compression, and a roller cam with 230* of intake duration, it should make 600 HP or more. My engine is very street-able and the car runs mid 11's consistently. The Street/Strip 455 Forum would have been a perfect place for this thread.
    Larry
    1998 "Fully Optioned" SC3800 Riviera
    70 GS 455 Stage1, TSP 470, 602 HP@ 5900, 589 TQ @ 4900
    TA Hyd Roller Cam, 230*/238*, 112, .544"/.577" lift, 4-7 swap
    MSD Digital 6+, Ignitionman Distributor w/MSD trigger
    THM400 with Ultimate 258mm converter, Gear Vendors OD
    AED 1000 HO Carb, 800 CFM 7042240 Quadrajet
    8.5 10 bolt, 3.73's Race weight 4025lbs.
    Best E.T. 11.54 Best MPH, 116.06
    Larrymta@verizon.net, GSCA #291
    BPG # 1063
    N.E. GS/GN Club Assistant Director

  17. #17
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    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by LARRY70GS View Post
    Joe, I'd say with Stage2SE heads with entry level porting, 10.5:1-11:1 compression, and a roller cam with 230* of intake duration, it should make 600 HP or more. My engine is very street-able and the car runs mid 11's consistently. The Street/Strip 455 Forum would have been a perfect place for this thread.
    That's what I was looking for Larry, mid 11's and streetable. . There's this girl, (Always starts like that right) who runs a nice 55 shoebox in the sportsman class. She has been asking me for almost three years now...get your car done ? can't wait to get you out to the track. I'm not a win at all cost guy but i don't wanna get spanked either. so the 600hp is more than I could ask for and Would be very content to let it be and enjoy it. post has been relocated to Street/Strip 455 Forum
    $$$* 1967 Buick GS 400 *$$$

    Joe M.

    1967 GS 400 sport coupe, frame off restomod BBB
    1967 Skylark sport coupe 340 peg leg. (has been laid to rest)
    1987 K5 Blazer Silverado 4x4,
    new 4 bolt main 350 , 700r4. restored for hunting only
    1999 GMC Sierra, 6.0 The work truck
    2015 Camaro 2SS, black on black. 426hp stock

  18. #18
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    Sep 2012
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    MI.
    Posts
    2,920

    Default Re: SE stage 2 or TE stage 2

    Man, you didn't need to move your thread because of me. When I voted for the TE heads I forgot to put this guy in afterwards, . Its cold here in MI and I felt like writing, LOL.

    The point I was driving at because you, IIRC you already have headers with your current build you can get the Edelbrock ported heads for less $$ and make good power with those. Dealers choice though.

    If you already have the TA roller rockers then by all means get the Stage 2 SE heads, if not the Eddys are worth looking at for a street car. Those can be bought at various places with various porting done to them. GL





    Derek
    64 Skylark,401 Nailhead,ST400,3.23:1Posi
    64 Skylark,305Vortec sbc,700R4,12blt Posi 3.73,low 14s. A sbb 300 stroker planned for it.
    72 Skylark Convert. in progress, Not yet assembled 455 .020 over,70 heads with stage1 valves,gasket matched and bowl blended,transmission to be determined.
    65 Chevy Impala,4,400lbs,383sbc,700R4,3.07posi,1.80 60' foot time low 13s @101mph,15mpg city,24mpg highway

  19. #19
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    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by 300sbb_overkill View Post
    Man, you didn't need to move your thread because of me. When I voted for the TE heads I forgot to put this guy in afterwards, . Its cold here in MI and I felt like writing, LOL.

    The point I was driving at because you, IIRC you already have headers with your current build you can get the Edelbrock ported heads for less $$ and make good power with those. Dealers choice though.

    If you already have the TA roller rockers then by all means get the Stage 2 SE heads, if not the Eddys are worth looking at for a street car. Those can be bought at various places with various porting done to them. GL





    Derek
    I already have the roller rockers and eddy's wouldn't give me the clearances that SE2's would.

    I am a ways out on this but gathering information for when the time comes.
    The plan is to have a plan
    $$$* 1967 Buick GS 400 *$$$

    Joe M.

    1967 GS 400 sport coupe, frame off restomod BBB
    1967 Skylark sport coupe 340 peg leg. (has been laid to rest)
    1987 K5 Blazer Silverado 4x4,
    new 4 bolt main 350 , 700r4. restored for hunting only
    1999 GMC Sierra, 6.0 The work truck
    2015 Camaro 2SS, black on black. 426hp stock

  20. #20
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    Oct 2006
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    Bremerton, WA
    Posts
    733

    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by Mr. Sunset View Post
    I'd like to learn more about your build Peter. "The old saying, I wish I knew then, what I know now". I could have save a ton of money. and not by switching to GEICO. I recently talked to another member about the M/T ss headers on a 1967. I hope I saved him from the same fate. Was there additional machine work does to the SE heads or did you buy assembled and bolt them on ?
    Ie. port match, ect.. do you have ac ? Sorry, i could go on and on with questions. last one, what size exhaust are you running. I am partial to a 3" exhaust.
    Heads were CNC ported by Finishline. They were bought assembled but ended up having them ported and changed the valve/spring combo. Intake was ported as well.

    No AC on this car. Exhaust is the 3" mandrel bent kit from TA. Fits great. I haven't driven it enough to decide if I want to add the tailpipe extensions though. Supposed to quiet it down a bit in the car but I sort of like them exiting before the rear bumper. Sounds sweet with the Dynomax turbo mufflers.

    Bring on the questions... I'm more than willing to share what worked for me.
    Peter Tonder
    1967 GS 400

  21. #21
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    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by stg2NW View Post
    Heads were CNC ported by Finishline. They were bought assembled but ended up having them ported and changed the valve/spring combo. Intake was ported as well.

    No AC on this car. Exhaust is the 3" mandrel bent kit from TA. Fits great. I haven't driven it enough to decide if I want to add the tailpipe extensions though. Supposed to quiet it down a bit in the car but I sort of like them exiting before the rear bumper. Sounds sweet with the Dynomax turbo mufflers.

    Bring on the questions... I'm more than willing to share what worked for me.
    I see your avatar picture has the engine on a dyno stand. would you mind sharing some of the details of your engine build and the numbers it produced.. Horse power and torque. Initially I started going real pretty with the engine but have found I really like the sleeper look. If you don't know Buick's, all anyone really sees in 2" headers. I have also seen a few names go across the board here for machine work. (My apologies if I spell the name wrong) Greg Gessler, Jim Weise, Mike Philips to name a few. Would one of these gentleman be a wise choice to hire and send the bare blocks to have completed ? That question is for anyone with experience with them or knowledge of their work.
    I was going to let TA do any machine work. Qualified without a doubt but the real genius's aren't working at TA hourly. no disrespect to TA but if I'm going to do this, I want it done as well as possible.
    $$$* 1967 Buick GS 400 *$$$

    Joe M.

    1967 GS 400 sport coupe, frame off restomod BBB
    1967 Skylark sport coupe 340 peg leg. (has been laid to rest)
    1987 K5 Blazer Silverado 4x4,
    new 4 bolt main 350 , 700r4. restored for hunting only
    1999 GMC Sierra, 6.0 The work truck
    2015 Camaro 2SS, black on black. 426hp stock

  22. #22
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    Bremerton, WA
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    733

    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by Mr. Sunset View Post
    I see your avatar picture has the engine on a dyno stand. would you mind sharing some of the details of your engine build and the numbers it produced.. Horse power and torque. Initially I started going real pretty with the engine but have found I really like the sleeper look. If you don't know Buick's, all anyone really sees in 2" headers.
    Here is a link to my build thread. Should have some of the info you are asking for

    http://www.v8buick.com/showthread.ph...-Stage-2-build

    Also if you painted the stage 2 head it would still have a sleeper look even with headers. Your comment makes it sound like the stage 2 isn't a Buick head lol
    Peter Tonder
    1967 GS 400

  23. #23
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    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by stg2NW View Post
    Here is a link to my build thread. Should have some of the info you are asking for

    http://www.v8buick.com/showthread.ph...-Stage-2-build

    Also if you painted the stage 2 head it would still have a sleeper look even with headers. Your comment makes it sound like the stage 2 isn't a Buick head lol
    Not at all on the buick head, there are guys here that paint them which I like. showing the bare aluminum is a big fat tell that there are significant up grades. painting the stage2's and running stock valve covers with double gaskets. it becomes full sleeper mode. I may even give up the new 850 Holley and have a qjet built. also painting the SP1 or SPX. I would put the stock 400-4 stickers on the covers too.
    then it looks completely stock other then headers. I got a PM today. a new member is interested in my 71 stage1 heads. TA ss valves and stage1 dual springs bowl work and port match to the B4B
    What are these worth ? he interested in the 2 heads and the B4B. dyno time only on them. this could be my start.
    $$$* 1967 Buick GS 400 *$$$

    Joe M.

    1967 GS 400 sport coupe, frame off restomod BBB
    1967 Skylark sport coupe 340 peg leg. (has been laid to rest)
    1987 K5 Blazer Silverado 4x4,
    new 4 bolt main 350 , 700r4. restored for hunting only
    1999 GMC Sierra, 6.0 The work truck
    2015 Camaro 2SS, black on black. 426hp stock

  24. #24
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    Pine City, MN
    Posts
    9,661

    Default Re: SE stage 2 or TE stage 2

    Joe,

    From cores to complete for what you have, assuming all new parts, guide work, stage I conversion, competition valve job and all sides resurfaced, your looking about $1300-1500 to duplicate your heads. Sell them for 1K, that would be a good deal for someone in the market for them.

    Don't discount the use of a B4B/Performer with the STG 2 SE heads. for the sleeper look.. 550 HP with a very driveable combo is certainly available, add 30 or so to that for a hyd roller cam. I just did one and sent it to Nevada that had a dual plane intake, my normal bowl ported/chamber work STG 2's 413 roller cam, and it made like 580.. with a buttload of lower rpm torque. Sweet running motor, with enough cam lope so you can hear it, not so much that it's annoying.

    If your lusting after that 600 number, then yes, you will have to go with a single plane intake.

    Whatever you do, don't diminish your driveablity for power.... rule of thumb, camshaft with no more than 20* of at .050 overlap is the biggest concern here.

    I see "street motors" on here all the time bragging about numbers, with cams in them bigger than my last bracket race motor. Owners tend to gloss over the fact that it has to idle at 900-1000 rpm to have enough vacuum to run the brakes..

    The trick is power, and driveablity.

    I honestly think that with over 100 different combos built and dyno tested now, the best street motors these days, all around, are those with cams less than 235* at .050 on the intake. A TA 413 or smaller... Your combo of parts, and how much work you do to them, will determine engine output.



    JW
    Owner/operator

    Tri-Shield Performance
    Jim Weise
    Founder/Owner
    V-8 Buick.com
    320-629-8999

    Most folks are about as happy as they make up their minds to be.
    Abraham Lincoln
    16th president of US (1809 - 1865)

  25. #25
    Join Date
    Mar 2014
    Location
    Porter Ranch, Ca.
    Posts
    2,141

    Default Re: SE stage 2 or TE stage 2

    Quote Originally Posted by Jim Weise View Post
    Joe,

    From cores to complete for what you have, assuming all new parts, guide work, stage I conversion, competition valve job and all sides resurfaced, your looking about $1300-1500 to duplicate your heads. Sell them for 1K, that would be a good deal for someone in the market for them.

    Don't discount the use of a B4B/Performer with the STG 2 SE heads. for the sleeper look.. 550 HP with a very driveable combo is certainly available, add 30 or so to that for a hyd roller cam. I just did one and sent it to Nevada that had a dual plane intake, my normal bowl ported/chamber work STG 2's 413 roller cam, and it made like 580.. with a buttload of lower rpm torque. Sweet running motor, with enough cam lope so you can hear it, not so much that it's annoying.

    If your lusting after that 600 number, then yes, you will have to go with a single plane intake.

    Whatever you do, don't diminish your driveablity for power.... rule of thumb, camshaft with no more than 20* of at .050 overlap is the biggest concern here.

    I see "street motors" on here all the time bragging about numbers, with cams in them bigger than my last bracket race motor. Owners tend to gloss over the fact that it has to idle at 900-1000 rpm to have enough vacuum to run the brakes..

    The trick is power, and driveablity.

    I honestly think that with over 100 different combos built and dyno tested now, the best street motors these days, all around, are those with cams less than 235* at .050 on the intake. A TA 413 or smaller... Your combo of parts, and how much work you do to them, will determine engine output.



    JW
    If I am going for the magic 600+ number, Do I purchase the bare heads and have them Ported and polished and or machined to specific valves and springs ect. Are the "assembled" set already done like this ? Do I need another set of lifters and new rods too, with a new cam . I have purchased these new but I understand the cost of a learning experience. I just don't want another lesson. I suppose I need a well thought out plan and not deviate from it. Fun fact is i'm am hooking up the MSD ignition controller and real close to running the motor in the car.
    I would really like to know what the depth of my pistons are at TDC.
    $$$* 1967 Buick GS 400 *$$$

    Joe M.

    1967 GS 400 sport coupe, frame off restomod BBB
    1967 Skylark sport coupe 340 peg leg. (has been laid to rest)
    1987 K5 Blazer Silverado 4x4,
    new 4 bolt main 350 , 700r4. restored for hunting only
    1999 GMC Sierra, 6.0 The work truck
    2015 Camaro 2SS, black on black. 426hp stock

 

 
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