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For the guys who's running these heads..
What do you feel minimal cubic inch should be on a fully ported B1 Original engine would need to be?
What kind of RPM would a 499 want to shift at for best power/torque? I figure 7300 atleast..
Looks like the intake runner volume of my heads are a good bit smaller than my 440-1's (CNC by Modern) 360cc Indy Vs 315-320 cc B1. But the B1 heads flow 25-30 cfm more at this less runner volume. But does the B1 heads make more torque down low? IMO I think these heads (Indy 440-1) are on the lazy side on a 493 cid I had which had moderate compression (about 12:1)..
So
I guess Im wondering what the power curve would look like on this old engine using same cam except the B1 heads.
I will say I felt the older engine really wanted 2 more points in compression. The Indy engine did run 114-115 mph in the 8th mile at 3400 lbs at best. 60 foot was always sluggish IMO in the mid 1.3's and figured the added compression would really help mid range torque and 60ft times..
I will also note the new engine with the b1 heads will have minimum of 14:1 compression...
Just getting ready to machine this stuff and need a few decisions to make, like Compression ratio etc.

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Looks like the intake runner volume of my heads are a good bit smaller than my 440-1's (CNC by Modern) 360cc Indy Vs 315-320 cc B1.

IMO I think these heads (Indy 440-1) are on the lazy side on a 493 cid I had which had moderate compression (about 12:1)..

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the ports and valves are in different locations, between the -1's and the B1's. so I don't think you are doing a apples to apples comparison.

Joe

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What level of power are you trying to obtain?
What kind of car (weight)?
Max effort or?
single 4 or ?
aftermarket block or ?

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I am surprised your B1 heads have less runner volume than the 440-1, does that include the difference in the intake (low deck vs RB or adapter volume)?

I do think the laziness you saw could be due to the compression ratio. I saw the same thing in a friend's 499 CID with Indy SR heads.

Nobody thinks my Indy 440-1 setup is low on torque and it is only 511 CID. But does have 13.5 CR, 279/287 cam and slightly smaller runner volume than yours. Back to one of your questions, I think the B1 originals will work just fine at 500 CID and up; 13+ CR, 5500 stall, etc.

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Koffels claims 300 cc OOTB port size. I plan to cc the heads and chamber this week, to get a idea on how much to deck, and what I need to do to adjust compression wise. These have NOT been ported to death like I see lots of the B1 stuff.
Id say the Toilet injection really helps with the throttle response down low...
I ended up getting a setup and switching to alky, but not with the 493 short block.
I think the old Dakota engine was a little lazy down low, I ended up switching cams, sending the converter off for another adjustment. It defiantly like leaving at a higher rpm. But the truck was deadly consistent, and always hooked well. It really came alive in 2nd and high gear.
At one point I purchased a set of nice used Ross Dome pistons for the 493 which would have made the engine 14.5:1 compression, which I felt really would have woke the truck up. I felt the heads and cam and top end in general was a little big for a 493 with 12:1 compression. I ended up selling the short block and building a Indy maxx large bore engine and used the topend and valve train on that engine...

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the ports and valves are in different locations, between the -1's and the B1's. so I don't think you are doing a apples to apples comparison.

Joe

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exactly
If they were the same, what would there be to compare? Im comparing the operating and power range of two diff cylinder heads, trying to base it off of runner size.

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What level of power are you trying to obtain?
What kind of car (weight)?
Max effort or?
single 4 or ?
aftermarket block or ?

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Its a bracket engine, what ever it ends up making is fine. but I want to optimize the performance best I can from what parts I havent already purchased.
It is a single four B1 cast single 4 with a 8896 Dominator. Short block for now is a stock thick main 400 block.
I have the rotating assembly already.. Its a Billet LA Enterpiise Kryptonite 4.15 stroke crank, BME aluminum rods, and Venolia Pistons. Heads have been fully ported, intake has some level of porting also. I have T&D paired rockers with 1.75 RR, and a Old UltraDyne Solid Roller with 275 [Email]deg@50[/Email] and works out to be .800 lift. Car is no light weight, but is in the 2600 lbs range... 6K converter (727) and 4.56 gears. Compression will be 14:1 or so. Its not to late to change some parts out....
If I can get by a few seasons, I will build me another Indy maxx short block. Right now I want to get the car out and lined out, Its never been raced or finished and needs a few more parts to finish that up.

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I am surprised your B1 heads have less runner volume than the 440-1, does that include the difference in the intake (low deck vs RB or adapter volume)?

I do think the laziness you saw could be due to the compression ratio. I saw the same thing in a friend's 499 CID with Indy SR heads.

Nobody thinks my Indy 440-1 setup is low on torque and it is only 511 CID. But does have 13.5 CR, 279/287 cam and slightly smaller runner volume than yours. Back to one of your questions, I think the B1 originals will work just fine at 500 CID and up; 13+ CR, 5500 stall, etc.

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Koffels claims 300 cc OOTB port size. I plan to cc the heads and chamber this week, to get a idea on how much to deck, and what I need to do to adjust compression wise. These have NOT been ported to death like I see lots of the B1 stuff.
Id say the Toilet injection really helps with the throttle response down low...
I ended up getting a setup and switching to alky, but not with the 493 short block.
I think the old Dakota engine was a little lazy down low, I ended up switching cams, sending the converter off for another adjustment. It defiantly like leaving at a higher rpm. But the truck was deadly consistent, and always hooked well. It really came alive in 2nd and high gear.
At one point I purchased a set of nice used Ross Dome pistons for the 493 which would have made the engine 14.5:1 compression, which I felt really would have woke the truck up. I felt the heads and cam and top end in general was a little big for a 493 with 12:1 compression. I ended up selling the short block and building a Indy maxx large bore engine and used the topend and valve train on that engine...

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From the Fastest cars post
8.178@ 167.12, 1.139 60', B1 Ken, '88 T-Bird, 2430#, 511 B-1 w/ Glide
Single dominator 400 block 4.25 stroke

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From the Fastest cars post
8.178@ 167.12, 1.139 60', B1 Ken, '88 T-Bird, 2430#, 511 B-1 w/ Glide
Single dominator 400 block 4.25 stroke

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From the Fastest cars post
8.178@ 167.12, 1.139 60', B1 Ken, '88 T-Bird, 2430#, 511 B-1 w/ Glide
Single dominator 400 block 4.25 stroke

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This would be the way I would go with bore and stroke.
Some Ultradyne cams don't like alot of Rocker ratio/or heavy valvetrain so just be carefull there.
Run a min. of 7/16 pushrods.
I'd run 14:1 compression min.
I know you already have it, but a larger carb (1250) would be much better!
If I were picking the cam it might look like 276-282@ .050 and around .825 lift at the valve. I'd go with Diamond pistons.
Sounds like fun...love them B1's!!
Brian

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Are the valves steel or Ti?

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There steel right now, but I dont have any history on the heads...
looks like the guides have been replaced recently. Some of the valves have been replaced too, some have some pitting (exh valves mostly)
So
I figured it be the best time to replace the valves, have all new springs and retainers etc.
Whats your thoughts on stainless vs Titanium in this application? I really dont want to spend $800 on a set of titanium intake valves... But I will if its a must..