not sure if you can see in the pics, but do you see any improvements that can be made while these heads are off?

heres another.

and another.

Chambers

My guess at first glance and not seeing them up close...according to chambers and throat is that they flow fairly well to about .550-.600"" then get really turbulent and drop off sharply

Though I can see some low lift room for improvement in the chambers as well...the large throat radius (smaller percentage) probably helps low lift out a little but really kills flow when velocity starts to pick up....chambers are just pretty shrouded.....but depending on your cam and application you need to be careful you don't. Ale them too large and kill compression unless you want to roll them

this is alittle better. if ya need a close up let me know.

I don't like the guide bias either....

228cc port, 60cc chamber and the intake valve has been unshrouded some. intake as of now flows 325@.700. the cam is .712/.688 on 106lda. these are on a 408 with 11.5:1 compression. what would be the limit with this head for max. cubic inch and compression?

are you talking about the large vain leading up to the guide?

Yes....I was going to guess they flowed in the 320's.....not real bad...definitely room for improvement but you need to determine if it is worth the cost or if you want to attempt it yourself. I would still guess they are fairly turbulent form around .550" on up as the high speed air separates as it tries to navigate the short turn and then the radius of the smaller throat diameter...which coincidentally is probably helping your lower lift numbers a bit....work in different areas of the port will give different results at different lifts so you need to be diligent about how much you do and where

what do you think needs to be done to the short turn and throat for improvements?

It appears the throat could be opened up some...what you have now seems as though it will support low lift low speed air and flow good numbers however once the lift and therefore velocity increases the air will have a hard time sticking to the tight turn all the way throughout the SS and will separate and become turbulent. The throat could be opened some but you need to be careful...too much and it will kill low lift. Also as you open the throat you are decreasing the angle of the SSR effectively moving your separation problem to the point now where the air coming down the port reaches it highest speed right at the apex of the turn. So this area needs to be contoured carefully...and there is water in it too so it gets tricky...if you can't get it where it needs to be then sometimes it's better to leave it a little sharp as air can't really notice a a difference of about less than a 15 degree divergence. So if you try to get it too radius end you may just hit water....get it close...and if you have too you might be able to widen the floor here to help slow down the air...but be careful as you can start trying to force the air where it doesn't want to go if you aren't careful and then things get turbulent ...That is the reason I don't like the guide vane bias....and there is still the water issue....
Most low lift flow is in the area right around the seat....mid range numbers are in the SSR and the high numbers are influenced by chamber, SSR and other areas of the port...but these are just very basic generalizations....air does not like to turn....but if it does it doesn't know much difference between beyond 15 degrees....it also doesn't like to expand....but if you make it smaller then it gets faster and then it wants to go straight....again...VERY basic generalizations....and little changes at one place can make big differences somewhere else....
If they were mine I would open the chamber wall and unshroud them a little, work the SSR and open the throats a little bit....that is the intake side......exhausts are another story......
Ask 10 other people you will get 10 other answers....

Ports are fine will support more power than you are making with them.

Chamber looks like hell/valve job is bad at best. (Hard to fix now) they used some POS radius top cut "performance" valve job.

You have poor ring seal and and unhappy valve train.

But with all that said you are still not making power it should as is.

I would say cam/springs are out in left field .

This is what a valve job should look like.

what are you seeing that tells you ring seal is an issue? last time I did a leak down it showed 5%. the chambers are black because it idle with a very fat carb before it threw a pushrod.

ok, what are you thinking could be an issue with the cam? cam was ground by bullet, its 260/269@50 on a 106 and .712/.688 solid roller.

ok, so what is it suppose to be 3 angles on the seat and 2 on the valve? what angles work best?
thanks

It's not just valve and seat angles, widths of each one makes a difference also
Certain valve shapes and the shape of the bowl make different heads want different valve jobs to be as good as possible
As Brett stated and I agreed you have e some other issues
If I had to guess I would say your valve springs are either wrong or not set up correctly.
That beats the snot out of the valve job.
Keith