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If the intake manifold is not a 318 intake manifold, this is a no brainer. The 360 head in stock form flows 30 cfm more than the 318 in stock form. The shrouding of the smaller 318 bore will knock 5-7 cfm off parts of the curve but the gains will still be huge. Gains would be less if a 318...

I ordered a Kevko pan for the 408 that @NC Engine Builder is putting together. I have no idea what he thinks of it, but he has it now so you could ask him.

Pile of parts heading to Concord, NC today. Wife is not real happy about dirty/nasty car parts in her clean car.

Then you will never find point C. Edit: A little more explanation here. The Speedmaster, ProMaxx and TF heads all have their unique features. Enough so that I think it's worthwhile to do some dyno testing to compare the platforms and to test flow bench results vs dyno results. In the end it...

I realize this is somewhat connected but it is also a derail of @NC Engine Builder thread. I'll try to keep the head posts more directly connected to the dyno test and address the hypothetical elsewhere.

I have tested with Vic 340 and with Super Vic. I have tested at 28" and 33". I have tested inner ports and outer ports because of pushrod location and swirl directions. Sometimes the dip comes out completely, sometimes it does not. But it always improves. The TF head is the worst for flow...

Could not agree more.

But if by 'deshrouding' and creating the ideal shape for mid lift flow results in curve A, and intentionally leaving the chamber shrouded results in curve B, which one would you choose? I don't know the answer. That's one of the big reasons I'm spending so much time on these heads.

At the moment I would have to agree.

In another thread Brian Hafliger talked about a port being 'out of balance'. I've thought a lot about that. I think this TF head is the perfect example. Opening up the pushrod pinch and the chamber make both areas more efficient, or capable of flowing more air with less pressure drop through...

Opening the chamber helps mid lift flow a fair bit, both on intake and exhaust. That's where the TF head shines. High lift flow and high depression flow is where the TF falls apart. Put in a 2.08 valve and open the pinch and the high lift flow suffers even more. Opening up the chamber can...

Looks like chamber volume is going to be 67cc which will give us about 11:25/1 compression. Stock TF on the left and 67cc on the right. Exhaust ports on these heads are tiny. Not going crazy, but this one has been opened.

65 Dart

Both. If a PBR head doesn’t materialize, I’ve been working on a set of 171’s ported out to 205-212cc with a 2.08 valve.

I've had a couple of conversations with Jim at Racer Brown recently. He is waiting on final flow numbers and compression ratios before grinding the cam. Those specs should go to Jim next week. With chamber volumes ranging from 60cc to 71+cc and port volumes ranging from 193cc to 208cc, some...

Stock stroke on this one.

@rmchrgr, I will PM you about the Indy heads. Thanks for the offer. It may not be a fit for what we are doing here, but I would like to learn more. I’m still holding out hope for finding a set of Pittsburghracer heads. As far as the manifolds, you are correct about the mismatch with the...

Looking for 1 head (or a pair) of used or damaged Trick Flow 190s. These would be used for porting so perfect condition is not needed.

Still hoping to find a set of John's heads, even if it's just for dyno testing. Please contact me if you have a set.

Another option would be to sell the damaged head as it is. I've been looking for a damaged or used TF head to do some (practice) porting with. PM me if interested. Maybe we can work out something that works for both of us.

As far as the flow stall, that is just when the cfm stops increasing with increased lift. The flow increase stalls then actually backs up. The 360 head in the 1st chart stalls and backs up. The poly does not. As far as the 30 degree timing, I no longer remember who did the testing on that...

And lots of it.

Here's the follow up pictures of the ported Super Victor. I didn't take before pictures, just after. I put a little bit more radius on the front of these runners. Width of the leading edge is around 1/8", maybe a little less. Of the two manifolds, the Super Victor is the easier one to port...

That makes it even more impressive. Shocking honestly. A Super Vic has some small runners.

Impressive numbers. What intake manifold was used for this test?

Just thinking out loud here. I agree with you that the thinner leading edge would provide less 'resistance' because of the lesser frontal area. But I do believe a thicker rounded edge would be more forgiving and allow for better flow efficiency if the vane was not accurately aligned with the...

Yep. Black Gorilla tape. Here's a question for you guys who have ported manifolds. The leading edge of the dividers is getting down fairly thin, not knife edge thin but thin for a leading edge. In airfoil (airplane wing) design, the leading edge is rounded and the trailing edge is more knife...

Just finished porting the Victor 340 for NC Engine Builder's dyno test. First picture shows the stock intake with a 4150 carb gasket line in Sharpie. There is a lot of metal in the way that needs to be removed. Next picture shows the intake runners with a standard Felpro 1213 gasket line. As...

Care to share the PRH cam specs? That's probably the best TF dyno sheet I've seen.

Wonder about the extent of the 'rework'. Even then it's done around 6000. Here's a question for you. The TF head 'wing' has a big affect on anti-swirl and I would imagine helps with wet flow. How would that impact a dyno run? What are the things to look for? Torque increase at lower rpm?