Oh, also how they are OOTB, what prep was needed and if you own/run/ran these heads, tell me about them and there in and outs if you could.
I’m just wondering….
Small Block Head Flow Chart
- Thread starter TurboGLH
- Start date
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I’m just wondering….
B3422w5
Well-Known Member
I was told they flow real well out of the box. They also have a different valve angle (16 degree) that requires a different piston.
I know TTI makes a header for them.
about all I know
Crower and T&D have made rocker set ups for Victor heads… there’s a few sets of heads out there, but the only one I’d ever seen was with the Edelbrock display and that was years ago. Bad timing on getting the heads out as the R3 was discontinued and the early Ritters definitely caused trust issues. iirc one early build (Jason Buckner?) went 9.0hs at 146ish. 2800lb car. Believe those heads were out of the box.
PRH
Well-Known Member
This won’t be super useful anymore, since these heads are no longer available.
Nonetheless, I figured I’d post up what I had.......
I have had only one of the original NZ manufactured EQ Magnum heads in my shop.
In my mind I was thinking the ootb numbers were higher, but I guess that’s why you keep notes.
This test is with the head right ootb.......no mods/work of any kind.
However the intake valve used was a SI brand “Portflow series” piece, which has a nice smooth transition from the backside into the seat. It is also swirl polished.
The exhaust valve was a bead blasted and refaced OE valve.
No back cut on either valve.
Valve Sizes are 1.92/1.62, bore adapter is a 4.00” bore, head tested at 28” pressure, a clay radius used on the intake side, and no flow tube on the exhaust.
Tested in December of 2010.
Lift———I/E
.100— 66.6/50.4
.200—130.6/95.5
.300—192.8/135.9
.400—219.2/161.7
.500—229.4/169.5
.550—234.3/171.5
.600—236.2/171.5
Nonetheless, I figured I’d post up what I had.......
I have had only one of the original NZ manufactured EQ Magnum heads in my shop.
In my mind I was thinking the ootb numbers were higher, but I guess that’s why you keep notes.
This test is with the head right ootb.......no mods/work of any kind.
However the intake valve used was a SI brand “Portflow series” piece, which has a nice smooth transition from the backside into the seat. It is also swirl polished.
The exhaust valve was a bead blasted and refaced OE valve.
No back cut on either valve.
Valve Sizes are 1.92/1.62, bore adapter is a 4.00” bore, head tested at 28” pressure, a clay radius used on the intake side, and no flow tube on the exhaust.
Tested in December of 2010.
Lift———I/E
.100— 66.6/50.4
.200—130.6/95.5
.300—192.8/135.9
.400—219.2/161.7
.500—229.4/169.5
.550—234.3/171.5
.600—236.2/171.5
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PRH
Well-Known Member
I recently had a set of SBM Victors come into the shop.
These had been purchased several years ago when you could actually get them.
The version I had here were bought as bare w/o valves.
In that configuration they come with the guides unfinished and the seats uncut.
They were here to have the guides sized and the seats cut.
They got set up for Ferrea 2.15/1.60 valves.
I was pretty surprised with the flow.
No back cut on either valve, and no blending of the seats to the bowls.
The bottom of the bottom angle landed perfectly into the cnc’d intake bowls.
The bottom of the exhaust left the tiniest of edge where the bottom of the radius met the bowl.
The owner has the capabilities to do that minor blending, but it would only be maybe a minute per hole to get it blended perfectly.
Both ports were very stable and smooth sounding.
Hopefully they’ll find their way back into production.
28”/4.155” bore/no tube on ex, no back cuts, Ferrea 2.15/1.60 valves, PRH machined seats:
Lift——- I/E
.100—- 76/57
.200—-145/114
.300—-219/166
.400—-280/197
.500—-322/215
.600—-348/227
.650—-351/231
.700—-356/234
.750—-361/236
.800—-365/238
.850—-368/241
These had been purchased several years ago when you could actually get them.
The version I had here were bought as bare w/o valves.
In that configuration they come with the guides unfinished and the seats uncut.
They were here to have the guides sized and the seats cut.
They got set up for Ferrea 2.15/1.60 valves.
I was pretty surprised with the flow.
No back cut on either valve, and no blending of the seats to the bowls.
The bottom of the bottom angle landed perfectly into the cnc’d intake bowls.
The bottom of the exhaust left the tiniest of edge where the bottom of the radius met the bowl.
The owner has the capabilities to do that minor blending, but it would only be maybe a minute per hole to get it blended perfectly.
Both ports were very stable and smooth sounding.
Hopefully they’ll find their way back into production.
28”/4.155” bore/no tube on ex, no back cuts, Ferrea 2.15/1.60 valves, PRH machined seats:
Lift——- I/E
.100—- 76/57
.200—-145/114
.300—-219/166
.400—-280/197
.500—-322/215
.600—-348/227
.650—-351/231
.700—-356/234
.750—-361/236
.800—-365/238
.850—-368/241
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PRH
Well-Known Member
At the same time that I was working on the SB Victors, I also had a set of W9’s here.
The first set I’ve had in my hands.
I don’t know which part number they were, but the configuration was:
-11/32 unfinished guides
-completely unmachined seats
-cnc’d chambers
-as cast ports
They were here to get the guides sized, and the seats done. Basically what I’d do to them before starting in on porting them.
The seat inserts stood proud to the cnc chambers, and the ID of the exhaust seat ring was slightly larger than the as cast bowl, with the bowl being biased away from the exhaust flange.
The intake seat rings were way way smaller than the as cast bowl, and the as cast bowl was considerably smaller than normal for the 2.15” valve that was going to be used.
The guides were .005” undersized(valves not even close to fitting into guide).
The first step was fitting the guides.
The next thing I did was spot face the seats until they were just slightly below the chamber.
Then the intake seats got the ID bored to 1.915”(89% of the valve size). This left a step at the bottom of the insert where it met the as cast bowl of about 1/16”(bowl 1/16” smaller than seat insert).
The intake seat ring ID on the Victors was cnc’d to about 1.930, so I made these ever so slightly smaller to allow the porter to finish them to their desired size.
Then the valve job was machined into the seats, going deep enough to get some length to the top angle.
This left a slight edge where the top angle met the chamber, which I reduced by going in with a chamber relief cutter.
The owner asked if I could go in and mildly blend the as cast bowl into the seat inserts, which I did.
At this point, the heads were technically prepped enough to run, from a guide and seat perspective, although you really wouldn’t be scratching the surface of the potential of these castings.
The width of the cnc’d chambers on these heads were considerably smaller than the Victors, which is partly to blame for the noticeably lower low/mid-lift numbers.
That, and the Victors are fully cnc ported, and these got a minimal amount of blending.
Tested on the same 4.155” bore as the Victor, with the same 2.15/1.60 Ferrea valves:
Lift—— I/E
.100—- 72/58
.200—-138/112
.300—-196/156
.400—-248/183
.500—-289/197
.600—-310/207
.650—-289/210
.700—-289/213
.750—-291/215
.800—-289/216
.850—-288/217
MP shows unported W9’s as 200cc’s.
After .600 lift, the short turn gives up. It’s pretty tall, which is nice, but in its as cast form, is poking into the bowl some.
FWIW, MP shows a 261cc ported version to flow 343, a 270cc version with a 2.18 valve to flow 356.
The first set I’ve had in my hands.
I don’t know which part number they were, but the configuration was:
-11/32 unfinished guides
-completely unmachined seats
-cnc’d chambers
-as cast ports
They were here to get the guides sized, and the seats done. Basically what I’d do to them before starting in on porting them.
The seat inserts stood proud to the cnc chambers, and the ID of the exhaust seat ring was slightly larger than the as cast bowl, with the bowl being biased away from the exhaust flange.
The intake seat rings were way way smaller than the as cast bowl, and the as cast bowl was considerably smaller than normal for the 2.15” valve that was going to be used.
The guides were .005” undersized(valves not even close to fitting into guide).
The first step was fitting the guides.
The next thing I did was spot face the seats until they were just slightly below the chamber.
Then the intake seats got the ID bored to 1.915”(89% of the valve size). This left a step at the bottom of the insert where it met the as cast bowl of about 1/16”(bowl 1/16” smaller than seat insert).
The intake seat ring ID on the Victors was cnc’d to about 1.930, so I made these ever so slightly smaller to allow the porter to finish them to their desired size.
Then the valve job was machined into the seats, going deep enough to get some length to the top angle.
This left a slight edge where the top angle met the chamber, which I reduced by going in with a chamber relief cutter.
The owner asked if I could go in and mildly blend the as cast bowl into the seat inserts, which I did.
At this point, the heads were technically prepped enough to run, from a guide and seat perspective, although you really wouldn’t be scratching the surface of the potential of these castings.
The width of the cnc’d chambers on these heads were considerably smaller than the Victors, which is partly to blame for the noticeably lower low/mid-lift numbers.
That, and the Victors are fully cnc ported, and these got a minimal amount of blending.
Tested on the same 4.155” bore as the Victor, with the same 2.15/1.60 Ferrea valves:
Lift—— I/E
.100—- 72/58
.200—-138/112
.300—-196/156
.400—-248/183
.500—-289/197
.600—-310/207
.650—-289/210
.700—-289/213
.750—-291/215
.800—-289/216
.850—-288/217
MP shows unported W9’s as 200cc’s.
After .600 lift, the short turn gives up. It’s pretty tall, which is nice, but in its as cast form, is poking into the bowl some.
FWIW, MP shows a 261cc ported version to flow 343, a 270cc version with a 2.18 valve to flow 356.
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PRH
Well-Known Member
Yes.
IMO, The Victor is in a different league than the TF head.
And is designed for a different purpose/application.
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PRH
Well-Known Member
IMO, the middle ground between the std rocker gear heads, and the really high end heads are the Indy 360-2’s.
Indy 360-2 cnc230(oval port)-
Used head(but cleaned), Indy 2.10/1.65 valves(back cut on both), and what I believe is the valve job as delivered from Indy.
Tested in December 2015.
4.00” bore, 28” test pressure, no tube on exhaust:
Lift—— I/E
.100— 67.2/57.1
.200—136.0/111.4
.300—202.0/150.6
.400—259.6/174.4
.500—296.7/185.4
.550—305.0/188.6
.600—312.6/192.8
.650—319.4/196.0
.700—321.3/198.4
.750—315.6/201.3
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PRH
Well-Known Member
I wouldn’t say I like one “more”........ it just depends on what you’re trying to do.
I think the 360-2cnc230 is a good choice for a 408-422” combo looking to make 625-650hp.
I think the 360-2cnc230 is a good choice for a 408-422” combo looking to make 625-650hp.
That dip at .750 is easily addressed and would put it slightly over 330 cfm. Short side work.
superbeesrt8
Well-Known Member
Here are some numbers from Larry Smith he did on my P7 heads Larry said this is the best head out there for the sbm hard to disagree RIP Larry
100-115
200-164
300-238
400-318
500-365
600-415
700-431
800-439
2.20 intake
1.60 exhaust waiting on a new cam to arrive then start putting it back together 1 of the last set of heads and intake Larry did
100-115
200-164
300-238
400-318
500-365
600-415
700-431
800-439
2.20 intake
1.60 exhaust waiting on a new cam to arrive then start putting it back together 1 of the last set of heads and intake Larry did
superbeesrt8
Well-Known Member
i know Brett just did a set and got like 370 out of them
Here’s the flow chart for my SBM Trick Flow 190’s ootb cnc ported and hand ported with 2.08 valves.
There’s an easy 650hp @ .700 lift. (With the correct parts and attack plan) Did the operator test any small increments before or after the reported peak? Sometimes, you can find a smidge more. Not that it’s overly important.
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