LOL yea I forgot. Damn senility. I think minimum wage was 3.35 back then. I need to get me a smily pushing a walker around.

 

they had a monatary system back then?

I figured you would just get paid in tanned bufflow hides or something

 

IF it is 289 heads (i agree you need to know for sure call the guy) with a slightly larger cam (he doesn't have an aggressive cam in it) it does 0 good, but you can't get air out fast enough or well enough to make use of the cam, b/c those heads CAN NOT support the kind of airflow he needs.

13.8-14.3

get some times slips[sm=badbadbad.gif]

 

I didn't say he had a big cam in it

Man stock 5.0 notch backs can run that with weight reductions, a 351 might not put down much more hp with those crappy heads, but it will put down more torque

But beleive what you want

 

i misread what you wrote on the cam my bad

i know all that, but the 351 also weighs more, and the torque will be less than normal due to the smaller head.... you'll lose out on the big end.

 

i plan on upgrading the heads for sure regardless wat they are..im think some AFRs or the gt40s..most like this fall/winter but i will take some pics of the heads and see if anyone can tell from the pics

but someone stated earlier they migth not be 289 heads lol..thas just my friend who can fix cars so he "thinks" he knows everything

i know this prolly isnt the best 351 setup with the heads and all but i gotta start from somewhere lol

but i plan of havin it runing by sept 12..with the 8.8 swaped in to and ill be glad to post the time slips (unless there embarrasingly disapointing)

 

Post the slip up even if they are bad. Then you'll have something to brag about when they get better.

 

for a mostly stock 351 i would go with the 205 AFR's, but if your on a budget like i am, look for some gt40's and do a home port job on them.
there should be some casting numbers on them if you find those we'll be able to tell for sure. Good luck on the runs!

 

yea i prolly will eng up goin with the afr heads

and i found the guys number i got the motor from and talked to him today..and they are indeed 289 heads..so my friend knows a lil somthing somthing lol

the guy was saying that they will give a better compression ratio then the stock 351 heads...and the valves had a 3 angle valve job...new rods..bored 40 over...and a bigger cam as well

its been so long i couldnt rember wat all exactly was done to it..but i will def post the slip on my first run

 

Well, don't hate me, but here goes.

First as was already stated, those 289 heads are gonna kill the power, especially above 3,500-4,000rpm or somewhere in there. It'll help on the street though. We all understand how the $$$ game goes, and running what we can afford.

Secondly, that looks like a Torker/Toker II intake, which is a freakin pile as far as performance, and WAY more intake than that engine needs. It also appears to have a 1" spacer on top. If it's a 4 hole or combo spacer then it will help, if it's an open spacer, then it's killing power EVERYWHERE. A single plane intake with an open spacer will help that engine make better power, if it were turning 8,000+rpm. It's also going to absolutely mutilate the bottom end and midrange torque, which means not only will that 351 have no horsepower up top, but it'll have no power down low either. Chances are it's hardly making any more torque than a stock 302. With a larger cam it's just a total engine combination mismatch. It'll get down a track faster with something like an Edelbrock Performer or Performer RPM.

That Edelbrock carb ain't helping either, but like you said, you're saving for a better carb. A good Holley or a Demon, Proform, Quickfuel etc etc will definately help.

As far as heads, AFR 205's are way too much head for a stock/mild 351. People get way, WAY too hung up on head flow. Flow is only a small part of the game, perfect example is a modern 5 valve cylinder head like what Porsche uses, or what Yamaha first introduced on their bikes. Yeah, they flow great from an airflow standpoint, but they make crap for power, especially for a head of that magnitude. The fact that they need high levels of ignition timing, upwards of the 40-50 degree range n/a, indicates that they have slow, poor and inneffective combustion.

Yeah, a head needs to flow in order to make power, but flow QUALITY is much more important than flow quantity. It's not just enough to flow a bunch of air, but you have to add fuel to it and mix it homogeneously so the fuel is completely atomised and evenly distributed, you need to have good port velocity to take advantage of inertial supercharging and maintain fuel suspension in the airstream, good vaporization to have increased fuel volatility and rapid combustion, and a chamber and port design that promotes complete and effective combustion. Engines don't just flow air, they flow air mixed with fuel, which they have to burn rapidly and completely in order to make power. High flowing heads are useless if you can't burn the fuel in the cylinder. Higher flowing heads are great on bigger engines, but if you go to big then you end up creating detrimental effects on things like port swirl and velocity. Induction quantity increases, but quality decreases, and you end up with an engine that makes the same power but burns more fuel doing it and isn't nearly as efficient. Remember power comes from releasing the BTU's stored in the fuel, inneffective combustion means less fuel burned and fewer BTU's released, and therefore less power.

There's a reason engineers in top level racing like Formula 1 focus more on things like velocity and mixture quality than they do on flow. And those are on engines that turn 20,000rpm. They're willing to sacrafice flow volume if it provides a mixture quality advantage and brings fuel consumption down(especially important in racing arenas where fuel consumption can win or lose races).

It's the same old story that's been told for decades. Bigger != better. People get way too hung up on large this and large that, like single plane intakes, open spacers, big cams and big heads. They look at flow and ignore everything else. If you step back, remain calm and build sensibly you'll end up with an engine that makes excellent power across a wide rpm range, goes quickly down a track and consumes minimal fuel while doing it.