Going to do a set of B1 Originals for a customer, who is a friend of Bryan Sloans. It's going to be a 540BB, nice reliable HP.
I have some pics for guys that don't get to see them much or have never seen them.
I'm going to be gone for a week, taking a much needed vacation. Will be back soon. After I get back, I will have some more pics of different stages of port work till they are complete, along with flow #'s and port speed #'s.
All in fun, so no picking...
This is mostly for guys who might be intimidated by the B1's. You never see any articles with B1's in them, very rare. No build up articles, nothing to help mopar guys see how easy these heads are to use. Yeah, they cost alot, but they provide very good HP, and we're going to do it without porting the hell out of them.
This will be an ongoing post that I'll update from time to time as I do the work, showing what needs to be done and why.
These are my favorite heads of all time, so that's why I thought this would be something others would like to see.
Brian

As shipped with no seat work, or guide work.

Another shot of the chamber, no seat work.

You can see there is a nice big lip that needs to be cut away. If you buy these from Koffel or Brodix, and you want them to, they will cut the valve seats, and finish the guides or a good shop can also do this.

Lip in the intake bowl after seat work.

Here's what the bowl looks like when the lip is cut out, and blended by hand.
Valve seats are cut as well.
2.300 intake valve

Opposite side of intake bowl...

This is the exhaust bowl after cutting the lip away and hand blending the bowl.
Both intake and exhaust bowl's took me about 30min. to blend by hand.

Opposite side of exhaust bowl...

Shot of the intake port from the flange. They look big, but they are not as big as you think.
They flow well though that's for sure!!

Shot of the head before all the machine work.

Intake flange side of the head.

Here's what they flowed on my bench at 28" depression, 4.350 bore, pipe on exhaust.
Remember, this is only cleaned up bowls...they are not ported yet. We will get to that, but it's going to be a few weeks because I'm on vacation for a bit.
The exhaust port is weak like this, but it won't be when I'm done with it.
This is just to show what can be expected if you bought them with the work done, or had someone do it for you without spending a ton of $$$ on porting. However, your goal will have a direct affect on how much porting you will need to get the HP you want. I see too many people over port these heads and I will show how to get good flow and HP without hogging these things out to h20!

Lift Int. Ex.
.200 139 102
.300 205 145
.400 267 183
.500 322 218
.600 358 242
.700 381 258
.800 387 268

Keep in mind I have no done any chamber work, or real porting yet, so the mid lift #'s up to .450 are weak...but look at the jump on both intake and exhaust at .500!
Port speed at the pushrod pinch area, at .500 lift is only 245fps which means the air speed is rather slow. However, after chamber work and proper porting you will see the air speed go up here. That's when you have to manage the air speed by enlarging this area some. But we don't do it on the pushrod side of the port.
I'll explain in detail when we get to that point.
Enjoy the pics, and I'll answer questions as we go.
Brian

Thanks for the pics, I've seen many done but never what they look like out of the box. I'll be watching for updates. Enjoy your vacation

Brian,
My brother inlaw had a 452in B1. It ran 7.90's in a 1650lbs dragster. The motor was so simple it was sick.

400 block
440 crank w/counter weights turned down
12.5 comp
alum rods
1050 Holley
Roller Cam

I also have laying around a Koffel build sheet for his bosses 500 in B1 that was built in the early 90's.

matt

I just wish someone made a cast tunnel ram for B1 origional heads.

I will let you know sometime this week. I have the Indy tunnel ram and a B1 weld yourself tunnelram. The B1 must weigh 30 pounds more and looks like death warmed over.

Photos look good, like you said, I have a lot more work on mine on the intake-side and the manifold.