Ok, I have some others interested as well. It’s gonna be a week or so til I figure out what direction I will go. You could say I’m in the tire kicking stage right now.

I've said this before but in order to get the Victors to really make good power it requires a ton of work, most are not willing to do. These heads in the picture feature a 2* angle mill, dowel relocation, radical port work, 2.25" hollow stem valves, some epoxy work etc......I've made 780hp @ 466 cubes @ 12.4-1 with these heads in this picture. I recently purchased this engine back and am currently parting it out. Top end goes all together, and the shortblock is a really well built 471 cube low deck. J.Rob

Dave I know your at a crossroads with those heads but my 2 cents is keep what you have. You'll find the missing link to each your goals. As I been told having a street strip car I'm going to have to sacrifice something, whether is drivablity or performance. FYI a friend went 10.05 in the 1/4 and 6.25 in the 1/8th with those heads in a strictly race car. It's. a stock stroke 440

Plus the extra coins can be put towards your hemi

Jesse, thanks again for explaining how the Victors are not what they seem. What have you found in picking a cam for these heads, anything different from the norm in duration or lobe sep?

Yes they have. They did a nice job.

Ok, this is for the professional engine builders; what value would you put (hp wise) on a new set of pistons with a modest dome for compression, and good narrow rings for Daves motor? Set the compression height hi on the rods for thinnest good gasket. Think it could add 30 hp? Same everything else.

not worth it in my opinion, 134 should go 9's work on the 60 ft. Cam is too small need somewhere around 280 @ .050. make the valve pockets fit.

71 duster 500 cubes 11.5 compression, cnc max wedge Victor's , comp solid roller 264 in, 268exh, on a 110 .660's lift.. Super victor intake, prosystems 1050.
3460##'s withe driver. 4500 stall, shift 6600. Went best of 9.90 at 133. Typically ran 10.0's. Had a best 1/8 of 6.190 at 110. Typically ran 6.3's never dynoed it.

Same short block with heads milled .070, a little hand work on heads and a jones solid roller 268 276 on a 112 with 720's lift Same intake,, Same carb has ran a best of 9.75 at 137 Best 1/8 6.090 at 111mph. Dynoed 762 or 3. Last race of the season last year we did have our best 60. 1.34.
I am not a proffesional, but I thought it would make a good comparison. I apologize for punctuation and format. I don't have my glasses on. This phone screen is tiny.

What is your compression since you shaved .070 off? Jones spec a cam for my 511 awhile back of something like 277/287 on 112 with .700ish lift. Maybe that is what mine needs.

Bingo!
I like the numbers. What spring loads did he recomend? Getting that right is critical to getting the most out of the cam. A combo of too little seat and open pressure can rob you of a lot of the expected gains,
Not to mention tearing up the whole valvetrain . AMHIK!
I was told 225 on the seat for an Isky roller, and Monte (rip!) Advised me to put some serious spring in it.
So i went up to 330 on the seat and picked up .08 et in the 1/8 th mile! The big thing to consider is, how much load can your current parts take. The whole thing has to be engineered inside your chosen valvetrain. I had already gone to Jesel rocker system and that is why those big springs could produce results. The rockers, pushrods, and support system were up to the task.
But as you can tell from a previous reply, i put a lot of value on "getting it right" with enough compression and clearance for a bigger cam. That is why i made the comment asking about rhe value of newer pistons with a moderate dome. I think it is worth the change, just to get you the right base to work with here. But then each budget has its' limits.

i would strongly consider these heads, as i have made 926 hp with worked -1 heads. 800 hp on a stock block build is easy to reach.

I will have to look at my notes when I get to the shop today. The compression ended up being 12.2-12.3. I used a PAC spring that Jones recommended. I will look at the notes. I am going to indy show today, so it will be later. The hardest part of my build was getting the springs right. A lot of trial and error. The valves aren't long enough IMO.

I would love to see north of 14-1 compression in mine. Maybe next refresh we will have some dome pistons made. Interesting note: with the old cam I used to run 36 degrees total timing. With the new cam on the dyno power fell off at anything over 33. I never tried any other timing at the track. Just left it at 33.

Peter Wille has a YouTube video of his VIctor head 555" cranking out 1000HP. Hard to believe.

I don't like wide lobe seps in a wedge.

I agree. I have always specced my own cams. I was thinking 272/278 on a 108 for ours. but I went with what jones specced. It wasn't all rainbows and butterflies. The car initially went slower. I thought Jones screwed up, but we eventually got it to run good.

You are doing well with those heads. There are now a few more good builds using those heads than there were a couple years ago, aleast what i found. I spoke to a mopar shop in North Carolina yesterday, they said they made over 1000hp with the Victor head on a 540 they built. He did say the head likes compression, but i think any head with a large intake port is gonna like compression. I'm now seeing promising reasults with the Victor head making me want to give it another go. It also looks like this new roller is in the range on specs to get it done according to others results. I have always left my timing at 36*, i will have to check that next time at the track. Now that the head is off, i will check the timing scale too. I will revisit the lame lobe lift deal as well. Bullet can give me the lobe lift spec and i can double check it.

I haven't found anything odd related to the heads, I've run 3 different cams all on a 106 LSA and they all made over 700hp with ease. J.R.

Yes the -1 is a great head. It was on my build list when i put this combo together, Todd offered these to me knowing nothing about them, bought them thinking they would be close to a -1.

That is great info. Thanks and if you have anything else related to these heads, i would appreciate it.

Me Too

There is always debate on that it seems. I will keep the 108 in that case. It does get a bit confusing at times thou because pipemax does call for a 112-113 lobe sep in my combo. I have been told heavy cars need narrow lobe seps. To me, it would seem best to pick lobe sep in accordance to convertor stall and duration to rpm between convertor stall and max shift point. Always a learning curve.