That is so very true Justin, but what also is true (from my experience of 30+ years of building strokers) is past a certain cylinder volume to port cross section, the VE will start to drop rapidly if there is insufficient runner volume to keep the (bigger stroker) hole filled. Even with equal or near equal flowbench numbers. and Especially with a carb you have to have adequate room to get both the air and the fuel volume past the intake valve to squeeze and burn it. Fuel (even in suspension) is a solid and still consumes Volume in the port, and (normally aspirated and for a given cross section and overall runner length/port volume) past a certain point you can only get so much of both in only so fast.

I bought the AW's to try them because the VE ( broad torque especially beyond the torque peak) more or less demonstrates this point.

The other funny thing about flow benches is they measure cubic feet per minute. On a running 8 cylinder engine any intake valve is closed for nearly 2/3'd of that minute, and for most the other roughly 20 seconds it is only partially open.

Subject Air Wolf 220 Heads Doubts…
They are cut for 1.625” springs. How does that work? 1.500” prings on Edelbrock heads and these being a Chinese knowck off of the Eddie heads.
1.The rockers would have to have some maximum notch cuttings to clear a spring of that size
2.Will the rockers be strong enough to handle spring pressures that 1.625” springs generate after all that cutting?
3.Air Wolf did did claim “standard LA hardware”
4. The +.100” retainers they use presents even more rocker arm clearance problems. When they claim standard hardware does that mean standard T+D or Crane type stuff?

Ben,
Welcome to moparts...due diligence will be done, patience.

Subject Air Wolf 220
Some of the “fact” on the Air Wolf 220 heads don’t sound right
The C.S.A. of 2.48 SQ in for one! If you look at MOpar Muscle Dec, 12 issure Hughes moves that pushrod over .200” making the gasket the pinch point claiming a CSA of 2.57 SQ in. Air Wolf’s pinch point appears nearly stock which would be around 2.250 at best. Where or how does he measure his CSA?
Next is his port volume of 220 cc’s. Refferencing the same Mopar Muscle magazine article Hughes claims his port increased 11cc (up to 206cc)when he moved the prt over .200”. Having ported a few Edelbrocks, which the Air Wolf is basically a copy of, I find it difficult to believe he has a 220cc port especially with the pushrod in the stock location.

Why don't you get your hands on a set our talk to somebody with first hands experience before you spew your mouth with idiotic "doubts" about a head you know nothing about. Phukstic

Narrowest point at the inch with my calipers is ~1.030 but the height seems to open up (floor and roof) beyond the 2.30" port entry, kind of like "offsetting" so even if the minimum cross section is less than 2.48", I doubt it's very much less at all. As the man said, pictures can't tell you what your eyes and fingers can.

Something Bryce did for rocker clearance is he used lash caps and when I add them now my pushrods needs to be ~.055-.060 shorter. The Comps do clear the springs but it ain't by much and the caps help increase it.

As for the bigger springs, I'm not sure except to think that by going to a shorter/wider spring allows more room to port the roof, (using a noticably shallow spring plunge cut) to give you a comparable seat/open pressure. Seemed like a great app for a beehive


I'm hoping Bryce will home back in, maybe somebody can ping him on YB?

I called Manton this morning to order new Pushrods .060" shorter. It was actually less $$$ when you consider shipping the old ones back & forth. I could have found a local machine shop but Manton actually replaces the Cups because they are heat damaged when they replace them.

Have I been on another planet because I wasn't aware that Terry Manton passed away last February

RIP, my friend, One HECK OF A NICE GUY!!

Bryce,

Not yet I just received the new shorter pushrods so I've got to install them, set the lash and the bolt the intake and exhaust back on.

BTW, I opened up the front Head gasket deck passages (as I mentioned in the other thread Here:)

https://board.moparts.org/ubbthreads/show...e=0#Post7509964

More flow means more power...but it also means more heat, and I never really cared for Ma's OEM thought process of routing all the cooling water through the block first and then to the heads. People may debate this HG mod but to me it makes a lot of sense, especially with aluminum heads to get the cooler water to the heads as well as the block straight of the pump discharge. The trade off on the street is it takes longer for the motor to heat up, but on a stroker you're also building power (and with it heat) sooner, I don't know if I'd do it in a Minnesota street daily driver but down here in a NC bracket car it works fine.

I'm debating whether to mod my Victor to allow for the rear cooling lines, the pass side is a real PITA to mill flat.

The head gasket mod works great and so does the front to rear intake mod. I have built 318 demo derby motors that way for years.

Has anyone seen the latest issue of Engine Masters magazine? My buddy texted me last night and said the heads I bought from Bryce that were used on Steve Dulcich's 633 horse 408 is in there, but I've been out of town for the holidays so I don't know for sure and probably won't for a few more days.

Thanks!

Wize your heads are famous

We just ordered a set cant wait to get them

I picked it up a couple weeks ago. When you get it,compare it to the 421 inch Chevy build with Air Wolf 220 heads. Interesting
Keith

Found the Mag today. Yeah that Chevy has similar flows, a bit better due to the larger x section and the much larger 2.15 intake and bigger 4.155 bore probably help too. The Chevy was a dart block, a much more expensive package, even though they did it all with a hydraulic roller cam.

My 414 is very similar in all respects to the 408 so it should be fun...can't wait for spring now!!

Someone send me a set, I've got a 4.125" bore SBM to flog them on.

Keith,

But by that reasoning, wouldn't a SB Chevy or Windsor Ford be at a HP DISADVANTAGE because neither of those motors have the valve centerlines at the bore centerline like the mopar does?

Also worth noting that Chevy LS heads flow a Ton of air despite bores ranging from 3.9 to 4.06