Chris,
Thanks for your reply. I agree about the foot dragging. I am not even at
the engine part yet (but like to plan for the future) and I have heard what
you say. I also read though (I think it was it the CAT shop notes) that
stock 351W heads were on par with ported 289 heads. My engine is a standard
4bbl 289 that had what I understand to be a 10:1 C/R. Thus, with todays gas
and a resulting high 8 - low 9 C/R with 351 W heads I didn't see it as a
real negative. I also read that the increased chamber volume in the 351W
heads promotes better breathing around the vaves and a better flame pattern.
I'm a "tinker-er" so as enduring as it gets I still like to clean up my
ports if I pull a head. Maybe for some guys who pay to have everything done
for them and replace everything regardless of condition the aftermarket
heads are the way to go. For me it was only a matter of "Pick A Parting" the
heads for $50, minor porting by myself (free) and then a $50 valve job.
Therefore, if for a few days "tinkering" (work), and $100 I could gain
15-20 HP, and have valve seats with greater life, it seemed worthy of my
time.
My goal is not the nicest looking or fastest Tiger. I have started with a
$5,000 near basket case. I know a lot of people will think I'm crazy, but I
am looking at a total of about $8,000 (car included) when done and having an
almost completely reconditioned/rebuilt car. Even if I am only competing
with my own "ideal" I am just striving for a presentable car, that is
somewhat faster than stock, for the least amount of money. I get more joy
out of having a primered car that people say " it will look great when you
get it done," rather than giving it the only paint job I can afford and have
people criticize it. It may not be concours stock or wickedly quick but it
will be a Tiger brought back from the brink of extinction and I can find
great satisfaction in that. Thanks for your info, I really appreciate it.
Tom Witt B9470101
----- Original Message -----
From: Chris Hill
To: Tom Witt
Sent: Wednesday, April 03, 2002 3:28 AM
Subject: Re: 351 W head application
Tom,
If you're looking to pick jewelry off automotive corpses, watch out
for imitations. I have a set of '69 or '70 351 heads, and those are
supposed to be the best years. I can't remember why, but there were a
number of good reasons, not the least the ease of obtaining reasonable
C.R.'s. I got the info on comparative merits of different vintages either
in Monroe or the old STOA tech tips manual (or both). If the former doesn't
get you what you need, let me know and I'll pull out the latter and check.
However, I've been dragging my feet on starting to build them because
of numerous comments on the list that it was a waste of money. It's
pointless putting on the 351's unless you use at least slightly bigger
valves and a grind and perhaps a little porting (even the 25 year old info
says that). The amount of extra oomph you get out of stock 351's over the
289's is evidently not worth the price of the manifold shoulder bolts alone,
much less any other expenses. So, according to this thinking, you'll end up
spending about the same to build up an old tired set of 351's (use the same
springs, keepers, etc. that got it to that 175,000 mi. graveyard? probably
not) as you would to build up a set of aftermarkets.
That's probably sound thinking too, except that for the budget blue
streak crowd (you and me at the very least), that still leaves the excess
price of the alyuminiyum heads over the junkyard 351's as pause for thought.
But you don't need the latest brand new twisted wedge specials to do this,
and there were a lot of aftermarket heads made for SBF's in the last 5-8
years. It might make much sense to spend your time haunting your local
Pennysaver looking for an old set of first generation Dart heads rather than
in the trenches at Pick and Pull.
I'd be interested to know what other listers think of this reasoning,
as I need to start on my engine immediately two weeks ago and have been
thinking through this same quandary lately. ????????
Chris Hill
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