Ported Edelbrock versus W2 out of the box !

PRH said
I prefer to think of it this way........ there can be a noticable difference in flow when using different sized bore adapters.
But, I’ve tested numerous heads on different bore sizes where it either did nothing, or hardly anything.
It’s not an “automatic” gain in flow on the bigger bore.

I had some fairly well ported T/A heads here that flowed quite a bit less on my bench than the place that ported them was getting.
I thought maybe they had been flowed on a big bore, and I was using 4.00, so I tried them on a 4.25. Basically no difference.
That wasn’t why the numbers were different.

I just did the math...... it’s a 422.

I’m not sure what I’d use for a build where the goal was another 100hp above that.
Probably some 360-1’s.

Thanks for the input and thoughts. Perhaps the head chambers played a roll in flow? The T/A heads mentioned, were they factory T/A heads or Indy heads?
On the 360 Indy heads, looking at Shadydell speed shops site as a ref point, the oval head looks a equal or a possible shade better than the iron W2 and the rectangle Indy looks about the same to the W5. Big flow numbers for ether head. Thats just Ryans findings on each head. Flow numbers aside, he is getting about the same head to head. I'm not pointing fingers or saying anything, just stating what Ryan found. I don't want to poke a bear on porting.

pittsburghracer said
Not sure why someone would want to check small block Mopar heads on a 4.125 fixture but it should produce some good numbers. My fixture is 4.010 in size.

Some guys have gone with a big bore small block. MoPar used to sell such big bore blocks and engines. No more, danm shame! Ritter is it. IDK what he actuallty gets for a block and what needs to be done in extra cost. Hughesengines lists on there site for plus $3700 and states it still needs work. It is a little rich for my blood currently. Maybe after a lotto victory!?!?!?

Duane said
I am not a cylinder head authority either, but correct me if I am wrong.
Aside from Chamber shape, head flow, quench etc, is not part of the reason for the trend towards closed chamber also because it allows for a lighter weight rod and piston assembly and a flat top piston which also helps the flame front
As I started to build my first 4.0 stroker I started to realize that everything about the overall engine is better.
Because of the longer stroke and increased swept volume, it was easier to get a high compression ratio, even with an open chamber, and without a dome on the piston.
Again because of the longer stroke, the wrist pin sits higher up in the piston, allowing for a shorter overall length piston, again making the weight of the piston much lighter.
Because of the flat or dished piston top, and a closed chamber head
You get a better overall burn rate.
My old stock stroke 340 piston Were really heavy with a huge dome
that struggled to get 10.9:1 compression after the valve reliefs were cut to clear a .585 lift cam.
My new stroker with the same heads has a measly .100 flat dome,
Weigh at least 200 grams lighter, clear a .700 lift cam easily at 12.7:1 compression.
These stroker motors, even with a modest performance head, seems to me cannot lose.

IDK the finer details of cylinder head tech and what goes on inside the chamber. Having built modest small blocks with both closed aluminum and open iron, I like the closed aluminum. The only thing I look at on the aluminum head is for clearance of the valcves to the chamber wall and open theming them up is OK. Vizard has some thoughts on that. I have read over at speed talk and other places where head porters gather and read up on stuff. (A little bit.)

Betweenthe 2 heads, I'd rather not use a dome (Unless serious racing is the goal) and just get the valves unshrouded for easy entrance and exit of the cylinder & heads. Effiecnt breathing no matter what. Which chamber provides the best? Beats me! But ether head shows a mighty abilty in power production!

As I said earlier, I like the flat top slug and a closed chamberd head (AKA Edelbrocks) which worked very well at zero deck. A sizeable cam and 93 octane was just fine here.
I do like the idea of a light weight slug in a stroker application. A lot depends on how short the slug gets. I don't know much about longevity and the slugs rocking around. I'd like to build a big incher and have it last a long time. I don't think I'll see a 100,000 miles out of it but.... LOL!