I will be getting a set of these heads next week after graduation. depending on how much money i have i may get intake/cam/carb and all that good stuff but definetly the heads. (mainly to fix my leaky valve seals). anyways without anyother mods how much HP you think i would have? along with the mods in my sig.

 

If i were you i would get a junkyard 350, re-ring it and later bore it and add Dart Iron Eagle Heads the world heads kind of suck!

 

Those are the Heads I waas going to go with until i decided to go with a junkyard 350 and just re-ring it. Then later i would add a 383 stroker crank and bore the more .030"

 

They should be worth about 30 hp straight out of the box on your 305. Go to the Carb board and talk to five7kid. He uses them and is very happy. He does advise a pocket porting on them, however.

 

Just drop in A 350, worth about 50hp on a tuined engine!

 

There was a Chevy HP mag out, and when they added these heads, after porting them a little, and having a 3-angle valve job done, they didn't gain too much out of it. They had already installed headers, and a new exhaust, and higher gears first though. They said they were dissapointed with the results.

I know 'Willie' on our board has a supercharged 305, and he used aluminum L98 heads on that setup.

Might want to see if a pair of used L98 aluminum heads can be milled down to 58-56 cc's (i think that's 305 stock). I know new set through SDPC2000.com are under 800, so i figure a used set would be much less. Not sure how much the milling would cost though...

 

Funny how they're the same company.

Camaro Performers added these heads and a close to stock roller cam onto a 85 LB9 and made 266hp and 330tq.

Car Craft got 30hp over the 416 heads. And the 187 TBI heads make about 10-15hp less than the 416 heads.

The Aluminum L98 heads aren't worth the money. They don't have EGR passages so emmissions are out of the question (and computer tuning for that matter). Aluminum L98 heads don't flow that well. Think about this scenario: you pay quite a bit even for a used set (or too much for brand new ones), then to match the out of the box flow of World Torquers, you'll need to heavily port them (watch out for those stock water jackets). Then you will need to mill them to 54cc to make up for loss of heat resulting in less static compression. Now think about how much more money you have spent in matching the World Torquers.

If you're not worried about emissions, then Vortec heads are the best route. They have the best efficiency characteristics and runner velocity out there. And they are very affordable.

 

Try to get ones with the smaller cc chambers. I got the 76cc 350 S/R torquers and hate them. Just spend the extra couple of hundred bux and get some aluminum heads like the edelbrock RPM, 23 degree trickflow, dart pro 1, etc.

 

Dart and World are not and have never been the same company. Dart used to make some of World's products for them, but that is no longer the case.

I have long maintained that you can make more power for the money by modifying your 305 than putting in a 350 - UNLESS you put money into the 305 shortblock (pistons, rings, boring, etc.). More power potential with a 350? Certainly. That's not the point here. So, enough with the "go get a junkyard 350 and rering it" stuff, ME. Deal with facts, not your own preconceived notions.

I cannot tell you how much difference the heads alone made, because I did everything else at the same time. As previously mentioned, magazines have compared these heads to stock heads. The article I've personally seen was done by Popular Hot Rod, where they took a fresh .030"-over 305, put in a Comp roller cam ("close to stock", as they put it), topped it with rebuilt 3-angle stock heads, TPI, long-tube headers. It produced 190 HP. They then replaced the heads with WP S/R Torquer 305's that were pocket ported, and power went up to 240 HP. They were impressed. The gains with more cam, and carb rather than TPI, should be even greater. As previously mentioned, TBI heads are terrible for performance, so the gain will be more than they observed.

I went with the full Standard Abrasives porting job on mine because I intended to use the heads on a 305 w/ZZ4 cam, and I figured they'd need to flow very well in order to take advantage of the cam. I ended up putting them on the LG4 non-roller shortblock because of cracks in the roller block I had, but the cam, heads, exhaust, and induction all seem to work together very nicely. I'm sticking with CC carb because of emissions requirements, but similar results should be obtained with non-CC.

Properly ported, they should also support a dished-piston 350 with no problems, should your need for speed exceed the current deed.

BTW, without exhaust upgrades, you'll probably be disappointed with the results of cam/heads/carb only.

 

It seems like if anyone post asking about a 305 all they get is,
"get a 350". Well guys with 383's say the same thing about 350's and so on and so on. When you decide to build an engine think about what your final goal will be .Not everyone wants 400+ hp and if you do better plan on beefing up the rest of your drivetrain or your'e just kidding yourself because it's gonna blow . Building a 305 for your first engine can be a great learning expirence if thats what you already have.I've built a half dozen engines from 4 cyl. up and enjoyed all of them. I have a "built" 305 in my 2wd s- blazer that I'm presently working on and may build a 430 hp 350[fast burn heads and hot cam] at a later date. With the right cam and those heads you can make 300+ hp with your 305 if thats enough for you go for it!

 

and if its not enough i could always throw a small shot of n2o on it. and when the motor goes thats when the 350 would go in. I just dont want to swap motors until i have to. plus i dont know how.

oh yeah plus all junkyard 350s may not be that great. look at the 78 corvettes...185 hp...id rather just keep the 305 in there and do alittle work. I have hooker headers, y pipe (kinda small) going to 2.5 inch flowmaster series 80 without a cat. In the future im gonna get edelbrock TES headers with the 3inch y pipe, run striaght 3 inch back to a hooker catback.

 

Even a '78 Vette 350 will wake up when subjected to the mods you're talking about. And, would out-run the 305 with the same mods. If offered a '78 Vette 350 for free, I'd certainly take it. I'd even pay a couple of hundred for it before I'd rebuild a 305 shortblock.

Those are just real-world type of things. And, swapping an engine is probably easier than the cam/head swap you're talking about.

One small piece of unsolicited advice: Stick with the Hookers, the TES just aren't worth it. You could get a good 3" y-pipe made for the Hookers for about what the TES would cost you, and conventional wisdom says the Hookers flow better.

 

Not like 5-7 needs any of my support, but I'll agree wholeheartedly with him on the World S/R heads. if you really want to get some kick out of them on any engine, plan on doing some bowl and short-side port work on them. The way they come out of the box isn't very encouraging.

One more thing for a little more compression. If you decide to go with the 305 S/Rs, don't use the Fel-Pro 305 SBC head gaskets. World will tell you that they interfere with the valves and flows because of the redesigned chamber on the S/Rs. They recommend 350 SBC head gaskets for clearance, but that will lower compression a bit. After a decent/long conversation with two engineers at World in New York (they've MOVED and were a be-atch to find) I got their concession that stock GM 305 head gaskets will work with the heads and improve compression - as long as you use the most recent design GM head gasket. Apparently, the FelPro is patterned after some of the earlier smogger 305 gaskets and don't have the adequate clearance. Plus, the GM stock gaskets are cheaper.

Sorry, I don't have the GM part number.

 

My LG4 had flat-top pistons and steel shim gaskets from the factory. I used FelPro 1094 rubber coated steel shim head gaskets, .015" compressed height, 3.2cc compressed volume. $22/each from Parts America. I didn't do any chamber cc-ing, but I'd guess my compression is in the 9.3-9.5 range. Your LO3 should be the same.

I should have mentioned that the World heads don't look too impressive in the bowl area out of the box. The guides stick up in the flow area a good bit, too. Every evaluation I've seen of them had a pocket port job done before they did any testing, so that should tell you something.

 

I've heard from a mgazine article that 2.02/1.6 valves can be used on a 305 with these heads because of the redesigned chambers. True or not?

 

Have you had any sealing probs with these gaskets? And....were the sealing surfaces freshly machined or new as they reccomend on the package.

 

well i decided to stay away from a head/cam swap right now I want to get paint first then save for a 330hp 350 crate motor and be done with it. I also need some more suspension mods like SFC, new LCAs (think my LCA bushings are bad im getting bad wheelhop)