Doesn't look like i get enough clearance with this cam unless i install it at 108, straight up. Not gonna do that. I put the cam in at 106 and still cant get enough on the exhaust to be safe. .064" just is not enough and i found a new issue, a bent exhaust valve. It doesn't take much to bend these. So, now the head needs to come off to get that fixed and a new cam will need to be ordered or i take the opportunity to upgrade to 440-1 heads.

May have missed it but why not cut the pistons for clearance? What is target/current compression ratio?

Not interested in cutting the notches. Its currently 12.5:1, would like to keep it around 12.

Ok, good luck

Isky offers a piston notching kit that you can use with the pistons in the block at TDC to remove as little or as much you want to.
I bought the guides and cutters years ago for 3/8, 11/32 and 5/16 guides and two sies of intake and exhaust valve size cutters, work great .
I tape off the top of the pistons to the block and ran a vacuum cleaner hose to the port I wasn't using to suck most of the cuttings out as soon as the cutter cut them, work great with no real problems afterwards
I'm not sure how much a 2.20 cutter removing .045 from the piston top makes measures in CC but I bet it isn't much

Cab, im using the ICON pistons with a 12cc dish. I don't think they are the best quality piston to do that with, not sure. That sounds like too much trouble for me, but thanks for that idea guys. Cab, didn't you have a set on these same E max wedge victor heads that never performed to your liking? I'm really contemplating new heads. Might fix all my woes with these heads. Will see.

How much piston to head clearance do you have? Whatever that is, is all you need for P/V. I’ve run as close as .040 but I run a gear drive. Your .064 on the intake wouldn’t bother me in the least.

Dave, what is the intended usage of your vehicle? I've looked at both of your threads and can't seem to find that info. Don't want to respond to your posts without that info. Also , about what was the hp gain you were looking to achieve? It's hard to visualize the big picture without that knowledge. I have a B3 geometry correction kit that further plays w/effective rocker arm ratio and actual valve lift. Bill

With the cam in at 106, I have .044 on intake and .064 on exhaust with my last measures.

Street/Strip. Looking at my Moroso slide rule, it shows my hp at 650hp(3500#@134mph) , that is with a single dominator. A 511 with 12.5:1 should be making 700+ hp, so it looks mine is lacking somewhere. Too many people have reported disappointment in these E victor max wedge heads. I want to make as much power as possible and drive on the street as well. No power anything in the car, its a weekend toy with a full interior and cage. Thanks

What is the intake lobe lift at TDC?

Will your headers work with the exhaust port location of a 440-1?

With most of your time being in mid range rpm I think a smaller port than MW would be better and maybe avg tq output.Have you looked at a wider LSA in an engine program to see if that would be something to consider?

Im not sure what your asking Dwayne, but the lobe lift on cam is .430". I need to talk to you about that. How much different is the exhaust port on a -1 head vs my head? I believe my victor are raised .250 from stock port location.

Yes, that has been my thought too. Pipemax calls for a 112-113 lobe sep. Figure most time going down track my rpm is between 6200 and 6800. I only loose 600 rpm on each shift. I have 5400 stall or maybe flash is a better term.

Lobe lift at TDC.

Zero indicator on base circle, bring piston to TDC during overlap period, read what the intake lobe lift is at that point.

It makes no sense that the new cam would have vastly different lobe lift(which translates to V/P clearance) during the overlap period.

The intake lobe lift at TDC, with the cams installed at the same centerline, should be within .020.

.020” lobe lift difference, x 1.65 RR = .033” difference at the valve.

If the old V/P clearance measured .118”, the new clearance should be about .085”.

The old cams intake lobe lift at TDC, installed at 106, should be .141”.
The new cam should be .155”-.160”.

440-1 exhaust ports are raised about .750”

intake port choke calc I was checking my build and rpm of the head flow the other day and with a std port sq in of 2.7 446" 7krpm my choke on my port size was more like 2.85 sq in. for 7k rpm.I am sure I am not figuring in everything that is needed but maybe it will help

If you put the real springs in there and measure with clay you'll find it will add typically .030 to those numbers. I typically do it both ways every time ( unless with the checking springs I already have a ton) and that's what I have found.

The lash used was .018?

I did use a set of the Eddy Victor M.W. heads that had been ported all the way to the valve seats, I did have issues using them with pushrod clearances with the Hughes 1.6 ratio extrude aluminum rocker arms that came with those heads when I bought them from a member on here. I switch to a set of Harland Sharp 1.6 ratio with more offset on the intake rockers and that help a bunch along with some more grinding the heads for more pushrod clearances
On your deal with .064 exhaust to piston clearances and the little less intake clearances I would hesitate to go racing with that motor

I agree with B1 MAX. You really should do a careful clay check with 1 cylinder outfitted with the actual valve springs and valve gear being used or considered. The system of checking with a dial indicater only checks the depths of the valve pockets. It doesn't check the valve margin's radial clearance in the valve pocket unless it is the first point of contact when checking the depth. You could have only .002" radial clearance and never know it til you fire it up and that ain't gonna be good. When I had the pistons made by Diamond I told them they were for Victor heads, they said it mattered as they were somewhat different than others. I ended up with plenty of clearance there when I assembled. Careful clay measuring is quite accurate contrary to what some believe.It is the only way I know of to see actual verifiable minimum radial clearance. I'm sure that statement will draw a lot of fire, but I'm speaking of a proceedure we could all do in our driveway or garage and feel safe with our findings. Bill