well im glad to hear that. seems some users of this head have geometry problems and pushrod clearance issues. im not racing. it will be 90% street and an occasional test and tune day at the track.

I've had a set sitting around forever. Got them at a pretty good price at Summit with a 15% sale and I got a good deal through Modern to get them CNC ported. Scott Brown set them up for me. Unfortunately the machine shop buggered my block and then I moved so everything had been on hold for two years now I think. The two things I remember is I had to spend a night or two clearancing the pushrods holes (this was two years ago so they may have fixed that by now). Also the heads are long, I had to machine one end on one head so it wouldn't interfere with the mid plate.

ok, are these victors offered in standard port and max wedge port? i have been thinking all along that they were max wedge only.

Victors are offered in standard port and max wedge. hughes has various cnc programs for both, flows are advertised starting here: http://www.hughesengines.com/TechArticles/1headflowchartscomparisons.php#77929SCP

In the past the only difference between the Victor and the Victor Max Wedge was the Max Wedge had the first 1" of the intake port CNC'd to Max Wedge size. And there still is a problem with pushrod clearance that requires grinding.

Just for reference on power with Un-ported MW Victors on a 511. Been together over two years racing with some street miles. I'm sort of a Victor fan, especially since Edelbrock cut me a nice contingency check recently

Car now weighs 3720lbs with me and ran a new best in Bakersfield a few weeks ago of 10.27@130

Combo:
440/511 13-1
Victor MW heads (77949) No port work, no clean up, no surfacing or valve job. Did check valve contact and clearance for pushrods.
Solid roller 274/280@.050 .674/.674 lift
Pac spings. Comp tool steel retainers, keepers and lash caps. Comp 87019-16 Lifters. Smith bros .375x.083 pushrods.
1.6 Harland Sharp rockers.
Super Victor intake & 1050 2 circ.
Hooker Super Comp 2.125
727 8 inch ATI converter
Caltracs
4.10 Dana

I don't know how early the MW victors actually came on the scene, but the set AndyF sent me to check out in late 2008 were not std port heads with a CNC'd MW opening, but rather were cast as a full size MW port all the way in.

They also flowed noticably better at high lifts than a std port victor with the opening enlarged to MW size, and also better than the newer version where they shrunk the chambers and bowls.

Not sure if helps anybody but, here's a couple pics from a few months ago when I had the intake off. Ports are untouched, as they came from Edelbrock. Part number 77949 Purchased from Jegs 12/2012

sounds good. What cc are the intake ports?

Those look way better then mine did (purchased last march). I had random casting blobs in almost every port.

My junker has 77929s from Summit. They were hand ported to MW size by Radar Lechtenberg.

I ran into the same thing on the unported stock out of the box M.W. Victors I bought for my 505 C.I. 400 stroker, the Hughes rocker arms didn't align properly with the offset intake roller lifters which required grinding the heads. I ended up replacing those rockers with a set of Victor M.W. rockers from Harland Sharp which ended up causing more grinding on the heads to clear the pushrods.(BTW, Harland Sharp makes a different set of rockers for the Victor M.W. heads but they don't list them in thier on line catalog data base, you have to specify you want the Victor M.W. rocker set ) I called Edlbrock and thier Hi Tech tech help insisted they only made one Mopar 440 Victor casting, not two I called back later and ask to talk to a supervisor in their tech department and he insisted also that they only made one Mopar BB Victor casting I suggested that he go look at thier inventory and look at the two different part numbers, I'm sure he didn't

My pump gas 470 is making 685 hp with out of the box Trick Flow heads. So that easily meets your 650 to 700 goal. Now the 685 is with dyno headers and a low restriction dyno muffler so you'll take a bit of a hit in a car. On the flip side, I'm pretty sure I'll be at or above 700 hp once I install the ported intake manifold.

Sounds like the set (still) waiting for me to assemble for my RB 452.

they are 2yrs old and run 1 season. Im told they are cnc'd by hughes and flow 359 max.

my max wedge ported work great, all done by Dwayne porter.

Don't get me started... If you plan to run a large roller 0.700+" lift to take advantage of the flow, setting up the spring/rocker package is a pain in the @$$.
If you really want to do those heads right, get longer valves, mill off the rocker stands, and re-locate the rockers for proper geometry. Also might be easier with 1.7:1 ratio rocker arms?

I'm using PAC-1326 valve springs, PAC Ti +0.100" retainers, and milled down spring locators (I think 0.020-0.030" thick) to get 2.00" install height. Using 0.060" lash caps and milled off the rocker stands. Using aluminum max wedge style rocker stand "blocks" milled height to get OK geometry. Using my older T&D 1.6:1 ratio rocker arms.

I think T&D and Jesel now make paired shaft rockers to help fix some of the issues?

Forgot, pushrod clearance is not that big a deal if you have the correct offset rocker arms, and there is room to make the pushrod holes larger. Using an offset cup lifter may help the pushrod angle.
The T&D rockers I have have a 0.650" intake offset. I think the standard port victors have use a smaller offset rocker arm.
I think the Indy offset 0.800"? will work too.
The tilt of the intake pushrod will mean you should order slightly longer intake pushrods than exhaust pushrods.

I'm on my second set of these heads. First set were early production, with mild hand porting, mostly just some cleanup work. These heads had casting porosity issues. The center rocker stands cracked and broke off on both heads, and I was using a smaller can and PAC 1325 springs. This is when I originally went to the max wedge blocks. This was maybe a 625-650 HP engine, only using a 264 @ 0.050" solid roller.

Current set of heads are the Hughes monster CNC ported. The new casting is much better and more material has been added in some places. Learning my lesson with the first set, we did the rocker blocks. Also replaced the heli-coils with 3/4" Time-sert threaded bushings.
Oops, Engine is a 499 stroked 400 block with old 440 source kit that had the 4340 I-Beam rods with ARP-2000 bolts. Zero deck pistons. Compression should be around 12.4:1, and using 3/8" 0.145" wall Smith Brother pushrods.
The new cam, I think 272@0.050 intake, 0.726" lift (comp HXL lobes).
I also changed carbs to a QF 1050 4150 style E-85 carb on an Indy single plane. The carb still seems too small for the engine. I'm guessing this should make 700+ corrected HP? I loose a good 20% due to altitude.

This was supposed to be my street/strip car, so trying not to go too crazy on cam duration.
I have only been to the track once late last year with the new combination and I have some tuning to do on the E-85 setup, but that first time out ET's not much better than old setup (worse 60'), but better MPH, so besides engine tuning, the chassis needs alot of help.

sounds good. im planning on using the hughes 268/272 solid flat tappet cam with there 1.6 rocker arms. heads are 2 yrs old and been used 1 season, so push rod clearance should have been taken care of already. lift is in the .650 range and will be used on a 11-11.5 combo should put it right around 650+ on hp.

I thought the Hughes rocker arms are 0.600" offset for the standard port victors? I think they might be pretty close to the intake port walls on the MW victors? I'd contact Hughes directly to see what they say?

Hughes has a note on that saying more or less than .600 offset could cause a clearance issue with pushrods.