[J.C.you]

nice pic....was there any thought process including a provision for extra headbolts?

[LiL Jack]

Originally Posted by J.C.you

nice pic....was there any thought process including a provision for extra headbolts?

There can be four extra head bolts at the 12 and 6 o'clock position above and below the cylinder on 4,6,3 and 5. If I remeber correctly.

Visner thought it up.

[Travis Q]

I think that these heads would rock and roll in a blower combination. They would also help a turbo combo, as well...but not as much as a blown combo.

We've had a grand total of zero head gasket issues since we went to the added head bolts on the E head. The billets might not even need the extra studs, especially if you had room around the stud to go to a 9/16" stud like Eric and Mike did with their Fives. That would sure be an added bonus...less crap to deal with is always a good thing.

[Elarson]

10 head studs is plenty if you have a stiff enough head to bridge between them....and spread the combustion loads to more than just the 4 closest studs. Boss Bird has zero head gasket leakage and we're still on our first set of copper Flatout gaskets..

Eric

[Elarson]

The Visner billet heads look pretty stiff and I think they'll probably seal great.

Eric

[ponjohn]

Originally Posted by Travis Q

I think that these heads would rock and roll in a blower combination. They would also help a turbo combo, as well...but not as much as a blown combo.

Why not on both?

[Travis Q]

Originally Posted by ponjohn

Why not on both?

Would definitely pick both combinations up, no doubt.

Blown engines rely a great deal on the ability of the cylinder head and camshaft to move air through the engine; the compressor is tied to the front of the crankshaft. With a turbocharged combination, the air compressor is not tied to engine speed, so there is a little bit more latitude with what we can get away with.

You will see a lot of folks that say "bolt a bigger head on, and you'll make more power with less boost". Most times, that is a fact with a blown combination. And most (not all, but most) times, that statement is total fiction with a turbocharged engine. They are two totally different animals that are typically run in different ways on the racetrack.

[johnta1]

cptinjak, thanks for the info on your head.

How long did it take to make Jack's head?

He said 3 1/2 months, but that seems long for a CNC'd head.
Also, the head still needs port work when you're done maching it?

It looks like a great head and will make some serious power.

[LiL Jack]

Originally Posted by johnta1

cptinjak, thanks for the info on your head.

How long did it take to make Jack's head?

He said 3 1/2 months, but that seems long for a CNC'd head.
Also, the head still needs port work when you're done maching it?

It looks like a great head and will make some serious power.

3-1/2 months was from start at the word go. David had to do all the CAD work on it and thankfully he had a Pontiac block there.

As I said before it would have been done in three months but there was an issue with one of Davids machines.

David said he could finish the ports, but Gaby wanted to finish them his way specifically for a PA car.

[cptinjak]

Originally Posted by johnta1

cptinjak, thanks for the info on your head.

How long did it take to make Jack's head?

He said 3 1/2 months, but that seems long for a CNC'd head.
Also, the head still needs port work when you're done maching it?

It looks like a great head and will make some serious power.

Like LiL Jack said, the 3.5 months was with all design, CAD, and a broken machine delay. On an order for a head that is already designed, our lead time for a set of billets is closer to 10 weeks. 90%of our heads are sold finished. That is valve jobbed, polished, and ready to assemble. We can sell them at any stage of completion though. Some people like them with little tiny ports, no seats, no guides, etc. Most people want us to do the finish polishing though.

Jack