Take a look at what the 68 & 69 BB darts are doing in stock eliminator. A cast iron head that has some tricks but very close to stock. A relatively stock profile camshaft(ramp and duration are adjustable) that puts these cars into mid 10's. That head and motor are working with lift below .500. As mentioned, a Stealth head with a cam under .525 and the right converter and gear will bring you down to 11.0 and easily into the 10's. Nothing exotic, just parts working together.

Lol...fast stocker heads are nowhere close to stock, other than the valve size. Stocker cams are wild duration and overlap profiles. Roller cam profiles with stock lift basically. Plus, $2500 carbs, $6000 transmissions all equate the the 1 second under ETS.

That said to not mislead the OP, your closing comments are spot on. A 440 that seals well and the right cam/converter/gear should get in the 10’s if it hooks with entry level aluminum heads.

I was thinking the same thing. Friend of mine has $8k in a set of "stock" iron Pontiac 400 heads for an NHRA class car.

I sure hope those are SS heads!!

SS heads are allowed to have a lot of work done to them......... so they’re expensive if you want “good” ones that flow well and will pass tech.

Tell you what
In the spirit of the season. If you can provide me with simple proof that this is a true vocational project where some kids might learn something. Brand new Sidewinders with valves delivered to your doorstep for 650.
I will discuss the bits to assemble them with your kids if you want/
Todd

My question is, what actual HP benefits am I likely to gain by home porting the heads which are 452 castings? I have done a set or two before. Fairly good at it, but not perfect of course.

Is it worth the effort? Based on my combo, what HP increase is likely assuming I do a good job?

Tell you what
In the spirit of the season. If you can provide me with simple proof that this is a true vocational project where some kids might learn something. Brand new Sidewinders with valves delivered to your doorstep for 650.
I will discuss the bits to assemble them with your kids if you want/
Todd

40hrs?

We’re talking a mild bowl port job here...... more like 4hrs......... and very worthwhile for a school class project imo.

Interestingly enough, there’s a current thread going on right now over on speedtalk where they tested some unported oe heads against a couple sets of ported versions of the same oe heads on a pump gas(87 octane) 302 Ford with a really small hyd cam.

One set made 50hp more than the unported heads, the other set made 70hp more.

446, kb184’s, std valve 346 heads with a very minor/quickie bowl blend(3hrs for the pair, tops), 6bbl, 1-7/8 headers, comp 280h cam.......499tq/424hp

I think what I dislike the most about the '452's is the screwy intake guide boss. why was that fat thing needed?

that would be a fun docile-easy driver street engine.

One thing on the 452 head dont touch the floor of the intake or the radius to the valve. The 452 out flows the 906 and all the others to 5.50 lift.

I think what I dislike the most about the '452's is the screwy intake guide boss. why was that fat thing needed?

There are still some good threads by Dwayne Porter on porting OEM BB heads stuck out on the "old" Tech archive linked from Moparts' home page, but you have to dig down a couple of levels to get to them.

That's what die grinders are for....

THere are no tricks being done here. It is so mundane that it probably is from about 1985. It is even getting fenderwell headers.



I do have a decent convertor and I should be getting a RMVB in the mail today I picked up etc. That and 3.73's.

My other a body was stock other than the SD intake and a RR cam and with 3.55's it was fun. This car should weigh 3-400 less with more gear, exhaust etc.

Still gathering pieces. Have an MSD question I will ask in general tech.

Well the convertor is a PTC 9.5" that flashes to 4200.

I do have a "road runner" convertor that is basically new. I know that sounds so sketchy, but it was another basically new convertor that he threw in. I don't know much about it, that is what he called it. I will look it over and try and ID it.

I know you guys are more knowledgeable than I am, but I can't imagine the PTC being a bad deal in a light car driven correctly. Got some other pieces today so things are looking up.

that converter is too loose. a proper ignition curve will work wonders. loose converters and low gears are just a crutch for other issues. they can waste energy.

I am not doubting that more cam, compression and carb would really make things work. From what I gather these things love CFM. I know with my first 440 every size I went up in CFM netted me solid seat of the pants performance improvements.

However, it is a budget thing for the time being and the carb is basically brand new sitting in a box and this is the project so I need to use it right now.

It is the 80508SA Holley which I understand is a close relative of the 3310 with an electric choke. Please correct me if I am wrong.

I’m not arguing with anyone, as I said......”imo” the OP’s proposed build isn’t in need of a DP carb.

Everyone has their own set of priorities, and will build/buy as they see fit.
I’m sure if/when he decides a DP carb will be a worthwhile upgrade, he’ll get one.

If I were in his shoes, with a basically new 750vs in my possession, I wouldn’t be looking for another carb for the planned combo.

Ok we are discussing, I would like to hear your opinion on whether once he has a some runs with that 750VS and a good tune, do you think he would go any quicker with say an 850DP with the given set up and that PTC verter, bearing in mind the goal here is Performance as I understand things which is why he originally asked about porting the heads etc.

Like rb446 said.. a rebuilt double pumper will do more for the "seat of the pants" dyno than almost anything. Trust me I dumped a bunch of money into my old 3310 before stepping up to my 850 double pumper.. bolted on the 850.. felt like I picked up 30hp right off the bat. Truly awesome ! .. but beg ,borrow or steal a double pumper !! You won't regret it. Lol.

It's been a few years since I instructed High School, but I remember it fondly.

OP, your projects are outstanding and will have a lasting impression on your students for decades to come. Incredible work on the Ford.

As for the heads and carb? Focus on the value of the lesson. What lesson is of greatest value, greatest learning potential?

Have the students port the factory heads. Start with another set, or sets. Maybe Chevy heads. Teach them patience, form over size, velocity over volume, equalization, and bit and tool use, preservation, and care.
Teach them to be conservative in their approach.
Teach them the value in reading and researching known good techniques, homework assignment.
Teach them to disassemble, measure, remeasure, assembly, etc.
Teach them the value in honest, hard, quality work with what they have instead of how to spend money for someone else's mediocre effort.
When you have a few that are committed to good head work and show that they have developed the skills necessary for a minor port job then set them loose on the factory heads.

Bracket racing? Teach them about consistency and reliability instead of how to purchase speed.

If they learn how to make what they have work for them then they will be more likely to succeed with what they have.

And, show them how to budget and prioritize through example.

Use the heads you have and use the carb you have. Use the converter you have and use the gears you have. Teach it like it's 1975, and there's little to no aftermarket options and they'll have the foundation to make anything work for them. Purchase nothing, borrow nothing, steal nothing. Your goal is not to be the fastest, or even win the race, but to build skills, expose talent, and develop a love for the craft. Build the character by building the car. When they are grown the skills will pay for the pretty parts, not the other way around.
Best of luck.

Learn to build before you learn to buy!

As far as the car goes, I have inquired about the cylinder head offer pages back as that only makes sense.