What about the Kaase P51 466?
IMO, P51s are way better heads than any of the Indy-headed combinations in the MM Challenge: Kaase claims almost 400 CFM OOB, has a more oval-shaped intake port that is better for the velocity gradient in the port and results in less fuel drop-out, definitely has a better chamber design w/ canted valves, and the chamber's more centrally-located over the bore to reduce shrouding. This design is also more detonation-resistent, since the P51 build has 12.0:1 CR and was still able to pull solid #s on "real" pump gas.
Kaase stuffed an aggressive (not really "streetable" lobes IMO) 256/262 at 0.050" x 0.761"/0.743" roller in it and put an Edelbrock Victor with an 1150 CFM 4500-series carb on it. The cool stuff is that it made almost the same HP and torque on pump swill as it did on 100 oct race fuel, and it made 597 lbs-ft at only 4900 RPM and 687 HP at 6700 RPM on pump. And there was no "hole" in the torque curve across the 3000 to 7000 RPM dyno pull.
Sooo... going back to my opening statement "Let's suspend reality for the moment and proceed under the assumption that the dyno results from three (3) different dynos... can be compared", then consider why my 11.5:1, "small-block sized" standard-port 350 CFM head, 266 at .050" x .670" endurance-type solid roller, 4150-carbed RB 452:
- Had a broader torque curve than everything above except the Kaase 466, and out-grunted the Kaase 466 below 4000
- Made more torque than everything except the insane ICH 750+ HP combination
- Had a torque peak at a lower RPM than everthing except the Kaase 466, about 500 RPM lower than any MW-head combination in the MM Engine Challenge
- Made comparable HP to the Kaase 466 when used w/ the 2" spacer, and was less than 10 HP down with a 1" spacer... and this was testing 1.52" v downleg and 1.59" v annular 4150 carbs, rather than a Dominator
- Actually idles well at 1200 RPM and won't eat valve springs in the first 1000 miles on the street
- Can get away with a dual-purpose 4500-stall converter, even though it would probably 60-ft better with a 5000+ stall
FWIW, the Kaase 466 was tested at Westech in CA, the MM Engine Challenge was held at COMP Cams in TN, and my results came from dyno testing w/ Porter Racing Heads in VT. I know that the results from that dyno in Vermont correlate quite accurately to the in-car results, so I have faith in at least one of them.
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