Those changes together are fine and you may see mileage increases on a small scale,the right choice.Git-R-Done.  

Thanks I am getting ready to get the cam installed in a few weeks. I called a few performance shops to find out about the head work. One shop told me it would be cheaper to buy a set of "Performance" heads. With my small 3.5" bore we know that it just isn't feasible to put a set of "Performance" heads on it. He also told me that with my cam I would need screw in studs. He quoted me 600 bucks for a port and polish, 3-angle valve job, and the studs. I don'tthink this guy knows his butt from a manhole cover, he tried telling me that a sbc was wore out at 60,000 miles. That today's engines are better. Cmon apparently he never had the pleasure of working in a junk yard. If it sits on the shelf and doesn't sell, that is a good indicator that it doesn't break. I don't remember too many 2.2 OHV and Quad 4's sitting on my grandpa's shelves. I can find about $500,000 worth of cast iron from Mopar, Ford, and Chevy though. That is just the scrap value of those engines.
Shop number two that I called, recommended new valve springs for 50 bucks, what he called a Gasket Match and Bowl Blend, as the full port and polish would be overkill for my camshaft, and 3-angle vavle job for around 500. He also said with my lift my pressed in studs should work fine. So I figure I'll run it by you guys and call a few more shops to see what the best option is.  

What is the specs of your cam.bowl blend is not fully porting the head that usually is referred to as pocket porting.  

Pontiacman:
What is the specs of your cam.bowl blend is not fully porting the head that usually is referred to as pocket porting.

Ok Pontiac, I don't know if you read all the posts, but I'll give you the short-hand. I'm tuning a 267, which has 3.5" bore X 3.48" stroke. The heads have 1.72 intake/1.48 exhuast valves. They are 160cc intake runners, I think. 8.4:1 compression. I am trying to get the engine over 200HP on pump gas and street driven as a daily driver. The engine's stock configuration was 125 HP @ 3800 RPM and 210 ft-lbs. @ 2400 RPM. I have currently upgreaded to a clutch fan, an Edelbrock 1406 4 barrel carb(600cfm), an Edelbrock Performer series intake, Flow-tech Afterburner headers with a dual 2" exhuast, a 45,000 volt coil, and 8.2 mm wires with only 50 ohms-ft. resistence. The cam that I am having installed is an Edelbrock Performer series with intake lift/duration of .420"/204, and exhuast of .442"/214. It has a lobe seperation of 112 degrees, and a lobe centerline of 107 degrees. Currently the engine is estimated around 160-170 HP. I haven't dyno tested it, and I can't race it til I get steel fuel lines going to my carb.  

Pontiacman:
What is the specs of your cam.bowl blend is not fully porting the head that usually is referred to as pocket porting.

FieroGTFormula:
Ok Pontiac, I don't know if you read all the posts, but I'll give you the short-hand. I'm tuning a 267, which has 3.5" bore X 3.48" stroke. The heads have 1.72 intake/1.48 exhuast valves. They are 160cc intake runners, I think. 8.4:1 compression. I am trying to get the engine over 200HP on pump gas and street driven as a daily driver. The engine's stock configuration was 125 HP @ 3800 RPM and 210 ft-lbs. @ 2400 RPM. I have currently upgreaded to a clutch fan, an Edelbrock 1406 4 barrel carb(600cfm), an Edelbrock Performer series intake, Flow-tech Afterburner headers with a dual 2" exhuast, a 45,000 volt coil, and 8.2 mm wires with only 50 ohms-ft. resistence. The cam that I am having installed is an Edelbrock Performer series with intake lift/duration of .420"/204, and exhuast of .442"/214. It has a lobe seperation of 112 degrees, and a lobe centerline of 107 degrees. Currently the engine is estimated around 160-170 HP. I haven't dyno tested it, and I can't race it til I get steel fuel lines going to my carb.

Ok after reading my quoted post, I have another question. I am thinking about shaving the heads down .010". I was curious as to how much this will affect my compression ratio. I realize the best way to raise my compression would be to buy the pistons, being a 267, I am probably strapped to the stock dished pistons. Therefore i have made this decision as an alternative. Will this be too much for the lift on that cam as well? Will it get my compression over 9 to one, but keep the engine streetable, as in pump gas friendly? Do you guys need the casting numbers off of the heads as well. I will get those ASAP if needed.  

I do not think that you will see 9:1CR with shaving .010 off the heads if the stock CR is 8.4:1 you might see 8.6:1 cr. Yes I need the casting #'S as well no that should not be to much for the lift of the cam .420/442lift I personally would have used a lunati bracket master2 .458 lift instead  

Pontiacman:
I do not think that you will see 9:1CR with shaving .010 off the heads if the stock CR is 8.4:1 you might see 8.6:1 cr. Yes I need the casting #'S as well no that should not be to much for the lift of the cam .420/442lift I personally would have used a lunati bracket master2 .458 lift instead

Ok I'll pop a valve cover and try to get Casting #'s. Also it is a 1.50 Exhaust valve. Not 1.48, as I previously posted.  

Pontiacman:
I do not think that you will see 9:1CR with shaving .010 off the heads if the stock CR is 8.4:1 you might see 8.6:1 cr. Yes I need the casting #'S as well no that should not be to much for the lift of the cam .420/442lift I personally would have used a lunati bracket master2 .458 lift instead

FieroGTFormula:
Ok I'll pop a valve cover and try to get Casting #'s. Also it is a 1.50 Exhaust valve. Not 1.48, as I previously posted.

Ok popped the right valve cover and between the number 6 and 8 cylinders there was an 8 digit number. I think that is what you meant about casting number, right? It is 14014415 and it has a picture in between the number 2 and number 4 cylnders of a double triangle. From the veiw I hafd they were pointing downward. Let me know what you find, Pontiac.  

They are 64cc heads you would be better off getting some 305 heads like casting #14014416 witch are H.O. heads or 14022601 with the 1.84/1.50 valves and they have 58cc chambers witch will boost compression.  

Ok I looked up those head numbers and saw the 416's will fit a 267? Do you think I can get over 200HP at a respectable RPM, like say over 4500RPM, with those heads and aforementioned cam, bolt-ons, etc.?  

With some port work you will get that and some what is your total h.p. goal.  

Pontiacman:
With some port work you will get that and some what is your total h.p. goal.

I just want to get over 200 HP, I think that is respectable for the restrictive design of my engine, but I wish to keep it a daily driver with street egine characteristcs. If I can get over 200 HP, I'll go as far as I can with with all the parts I mentioned in my posts. I have the cam, found a set of heads for $150 bucks, and the recycler yard said that they will Magnaflux the heads to make sure those heads are good. I gotta drive 57 miles to get them. Ultimatley my final assembly will include all listed here.

1980 267 cu.in. SBC V-8
A set of 416 heads, pocket ported, with 3 angle valve job, and screw in studs.
Ebelbrock Performer Series Intake Manifold
Edebrock Performer Series Camshaft
Edelbrock Performer Series 1406 4-Barrel Carb(600 cfm)
Flow-Tech Afterburner headers, with dual 2in Exhuast
Turbo Mufflers
A 700-R4 Transmission
A 3.42 axle ratio at the rear.
Stock 185/75 R14 Tires and stock 14 in Steel Rally rims
A fan assembly out of a 71 T/A with Heavy duty Clutch
A 45,000 Volt Accel Coil, rotor, and Distributor
Thunder-Volt 8.2mm High temp wires. Only 50ohms/ft. Resistence
A 2in thick Radiator to increase cooling capabiity.
Possibly an aluminum driveshaft, if I can find one that fits.

The objective is to try and get the car running a mid-to-high 15 sec qtr mile. I can settle for low 16's as this thing was slower than a stock Chevy Colbalt LS series with auto trans, when I bought it. I chose the 3.42 axle for take off torque, and also when cruising above 40 M.P.H. my lock-up converter should engage and keep RPMs high enough that I won't lug the engine on the freeway. I'll have approximately 1900 RPMs at 60 mph.

Go ahead and run all this through and let me know if it is feasible to get my car towards my goal. I just took a job at a recycler yard, so access to tools and parts will not be a big problem.  

Ok I got the heads and did some more research. 415's and 601's were used on the 267. The 416's were not. I gt 416's, they have same valve set-up as 601's. They have 165 cc intake and 59 cc exhaust runners, with 58 cc combustion chambers. Here is the problem. I used a caliper on the valves and measured, and to my distress they measured EXACTLY 3.5 inches!!!! I'm thinking that I'm gonnahave a problem with the valves hitting the side of the cylinder, but wouldn't the 601 heads have had the same problem? They have the same valves and the same size combustion chambers. My ex g/f and my dad both said that my lift is so low with my cam, that the valve will never actually enter the cylinder. Alkso the combustion chamber measures aroune 3.72 inches, will this be a problem when trying to install with the head gasket? Or do I use a gasket made for a 305, since that is the engine the heads were used on?  

With the cam you have you should be fine on the clearance but to be sure I would check the clearance by putting the head on without the gasket and turn the engine by hand and see if the valves hit the cylinder.For the gaskets use 7733pt-2 witch is a felpro that fits all s.b. chevys from 262-350 and can be purchased from jegs.  

Those larger valves won't shroud the cylinder in high-end? I mean the combustion chamber is wider diameter than the bore. Thanks on the fel-pro part number that will come in handy. I'm gonna guess that I don't need a head gasket with a 3.53 cut for over the cylinder to keep my oil and anti-freeze where it belongs then. I mean those heads will need a good reconditioning, as with most old used parts that have sat for many years. I know what I'm going to do for a final project on this thing. I'm gonna continue my build on the 267. I'm gonna buy me a solid 283 and have it sitting built in the garage. Then WHEN I blow it up from rammrodding it, I'll swap out my blown engine for my indestructible one.