3.0L heads

[Rosewood T-Type]

From what i've seen and heard these heads are way better than even extensively ported stockers for our cars. Just curious why nobody runs theese.

 

[85HOT-T]

I think I heard they will not fit.

 

[bison]

From what i've seen and heard these heads are way better than even extensively ported stockers for our cars. Just curious why nobody runs theese.

This is BS. If you have any data to back this up please post it. They flow similar to the RWD heads. They however are much more prone to cracking in between the valves especially when larger intake valves are installed in them. Different covers are required. Rockers are also different. Exhaust mount is at a different angle i think.

 

[mec108]

What about the headers. I think they are different also.

 

[49-blues]

I think it had something to do with the coolant circulation going in the opposite direction.

 

[Rosewood T-Type]

bison not trying to start $hit but these are the same heads on tta so how can they have all the problems you say when tta guys have been mid to low 10's bone stock.

 

[UNGN]

The average 3.0L casting is much cleaner than the average 3.8L head. I've seen some downright nasty casting flash on T/R heads (and yet they still ran 11's...go figure).

The Shape of the shortside radii is better on the 3.0L head as is the combustion chamber.

If I had the choice between TTA hads and mildly ported 3.8L heads, I'd go with the mildly ported buick heads, however.

To put 3.0L heads on a T/R, you'd need TTA headers.

 

[bison]

bison not trying to start $hit but these are the same heads on tta so how can they have all the problems you say when tta guys have been mid to low 10's bone stock.

Call any of the vendors that sell ported and polished heads. They will tell you that is not uncommon for the 3.0 heads to crack in between the valves if larger intake valves are installed in them. I didnt believe this myself until i witnessed it. Changed a set on a friend TTA last summer. Two cylinders on each head had cracked in between the valves. They are also a lot thinner on the intake side so they flex more under boost and blow composite gaskets on the intake side easier than RWD heads. Champion has a good solution to this problem. Call them if you have a problem with seepage of compression on the intake side of the combustion chamber or constant head gasket failure on the intake side. Their mod works on the 3.8 RWD heads also. I havent seen to many TTA's run mid to low 10's bone stock. I know of a couple, but its not common at all and the reliability at the boost levels always yielded the same result. Blown head gaskets on the intake side, into the crankcase. Its true there is a lot less casting flash in the ports on the 3.0's but it doesnt equate to much flow without some bowl work. Yes they require different headers because the configuration is a little different than the 3.8 RWD heads. Anyone with a flow sheet for stock 3.0's please post it. Imo it is not cost effective to try and get theses heads to work on a RWD car unless you have a set of headers for them. If i had a set of TTA headers i would sel them and put the $ towards a nice set of RWD heads. The flow on a set of ported and and cleaned up heads is tremendous compared to the stockers. 40-45% increase in exhaust flow and 25-30% on the intake flow on a set of CNC heads with 1.77 intakes and a good valve job. Ive even read about exhaust flow numbers in the 170-175cfm range on the exhaust on an extensively worked set of irons. Thats a ****ping 60% increase at .500 lift. Not so hard to see why a set of good heads makes such a difference on a car with a properly sized turbo, cam, and intercooler if you can get enough fuel in the cylinders.