Westside500
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Anybody have some ported irons that flow near or close to 230 ish? is it possible or are the walls too thin?
Possible to get 230-240cfm from 8445?
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BRAD_PADGETT
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I had my heads ported last spring and the chart only has lift in in. I do not know how to convert this to cfm. I attained 182 on intake and 138 exhaust. Maybe someone can convert from lift in in. to cfm. Brad
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You can get close but it takes some work.
The set of heads I had done for Shane's TFS car were almost 230. They had bigger valves (1.90/1.60 Valves were moved) and were ported like crazy. They took special rocker arms and the pushrod holes had to be machined out.
They were also pretty expensive to have done. The heads my guy normally does are in the 210ish range which is still pretty good. I've flowed them side by side against Champion heads and they are consistently 9-10 CFM better.
The set of heads I had done for Shane's TFS car were almost 230. They had bigger valves (1.90/1.60 Valves were moved) and were ported like crazy. They took special rocker arms and the pushrod holes had to be machined out.
They were also pretty expensive to have done. The heads my guy normally does are in the 210ish range which is still pretty good. I've flowed them side by side against Champion heads and they are consistently 9-10 CFM better.
Stock heads will flow about 160, when tested at 28" of H20. All you have to do to get the flow up to 224 is to test at 56" of H20. That means increase the boost by 1 psi. And remember, you're feeding a cylinder which will only hold 38.5 cubic inches. Not like an SBC, which can go to 50 cubic inches, or more. And the Buick is not going to turn anything near the rpm the SBC will turn, so the air flow requirement is just not as high.
28" of water is pretty much the standard. Increasing the pressure will not increase the flow in an engine as much as one would think it does. Besides atmospheric pressure is very close to 28" absolute anyway. The only time the flow would be increased is when both valves are open in the overlap period. The displacement of the engine cant change while running. Therefore if the manifold pressure is 20 psi, it will flow air at approx. 210 cfm at that pressure which is good for a decent pair of ported stock iron heads these days. This is until the engine is revving too fast for the cylinder to fill to the manifold pressure. There are several other smaller factors involved that will effect flow to a smaller degree which i wont mention. I have to disagree on the comment about the SBC. Our engines, especially the guys that have to run the stock parts to the max because of the rules for the class they race in are looking for all the flow they can possibly have. Its not uncommon for a buick S2 or even some TSM stock block cars to rev to 7k+rpm. These engines even though they are running aftermarket heads still need all the possible flow they can get. A set of heads like the onec Jay C referred to are typical of something that would give you a big advantage over the norm. Boost and rpm together = big power.
Westside500
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Thanks for the replies... I wonder if some Stage 1 irons could go the distance? Can find them cheap.....
They could go the distance a lot easier than the stockers on the intake side. 230 has been reported with smaller valves than the ones in Jay's example. Where do you find a good set though? There were some virgin ones on here for sale early this year but i havent seen any since.
Westside500
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I think Brian at Gbodyparts.com has them..
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Nope
Stage 1s are pretty much 8445s without the EGR.
You're gonna have to spend some money to get those kind of numbers.
Westside500
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:frown:
:frown:
Westside500
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Chris C.. you have any pairs with cobwebs on them?:biggrin:
No doubt it will still cost a lot of $ but the info ive seen on here and in the antique powersource manual showed a better potential on the intake of the S1 head than the stock heads.
lift intake exhaust
400 206 173
450 212 178
500 217 181
550 220 183
600 221 184
This were the numbers on my flow sheet from VPE
Warren I read a post where turbotwister is a dealer for VPE racing
http://www.turbobuick*.com/forums/showthread.php?t=58662
400 206 173
450 212 178
500 217 181
550 220 183
600 221 184
This were the numbers on my flow sheet from VPE
Warren I read a post where turbotwister is a dealer for VPE racing
http://www.turbobuick*.com/forums/showthread.php?t=58662
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Flow numbers dont mean crap if you dont flow heads side by side on the same bench. Variances in benches plus other kinds of trickery comes into play.
another important factor is intake ,intercooler,throttle body.these can can change air volume entering the intake port.most v6 cams are not .6" lift on the intake so flow numbers beyond those generated at valve lifts larger than the cam in use are not what the head actually moves when the engine is running,and there is no boost positive pressure in the intake manifold
Mike Licht
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210-215CFM is about it without some SERIOUS welding and mods like the set that Jay is talking about
Bob at Precision Porting and Coatings did my heads and here are the intake flow#'s i don't think he ever sent me the exhaust flow #'s
1000 70.5
2000 130.6
3000 172.9
4000 197.3
5000 210.9
5500 215.4
6000 212.1
this is with rev valves but i replaced them with Ferrea valves and Tom at Champion back cut the intakes so that gives them a little more flow..i know i lost a 1lb of boost with the back cut intakes...i would love to have some iron heads flow 230 ish
......................................................Bob
1000 70.5
2000 130.6
3000 172.9
4000 197.3
5000 210.9
5500 215.4
6000 212.1
this is with rev valves but i replaced them with Ferrea valves and Tom at Champion back cut the intakes so that gives them a little more flow..i know i lost a 1lb of boost with the back cut intakes...i would love to have some iron heads flow 230 ish
......................................................Bob
