The installed height sucks a little. Im definitely going to use a longer valve and correct the geometry. I just haven't decided on 5.400" or 5.471" valves, otherwise they'd already be on order.

From the installed height you achieved, a 5.400" valve will only gain 0.050" from the standard edelbrock valve. So i have to decide if a 1.950" installed height is enough, or if im better off going straight to the 5.471" valves and do whatever it takes to correct the rocker geometry.

Problem with the valves is if i stick with 5.400" the exhaust is available (for B1) without custom order.. http://www.cnc-motorsports.com/ferrea-f1...rodix-head.html

I think with a proper port job the max wedge victor with a 2.30 intake valve will flow well over 400cfm and still have very good air speed.. The ports are still not huge, when you take into account the CC volume of intake port is also counting that additional chunk cast in to extend the intake face...

I wonder if Hughes would be up for selling a pair of their CNC versions with 2.30"/ 1.78" valves to see what intake flow is achieved. If over 415 cfm, id look to sell these and buy theirs. (if they're reading, a 2.25" intake valve in the chevy world is for small blocks which barely exceed a 4.200" bore size!)

I also need to visit China and have some low deck 400 blocks cast cheap

Anyone else of the opinion that the intake seat insert from Edelbrock can't handle a 2.30" valve? A 2.25" looks as big as I think is safe.

B3RacingEngines.com

Remember that Hughes is purchasing the heads at jobber price from Edelbrock with the valves.. im sure if Hughes wanted to charge more (which many don't like to pay), that they would see excellent results from using a custom 2.30" intake valve and CNC program to suit it.

With the import duties in my country, 10% tax straight up, not adding an additional percentage if we can't prove item is wholly "made in USA".. and the shipping prices are over the top, not to mention our [censored] exchange rate because our economy is weaker than yours, a $3000 USD pair of cylinder heads ends costing me up over $5000 here... and our money spent is very comparable to your money $1 versus $1, infact our living expenses are worse. Only Australians fall for the hype that their wages are higher, few are, many wages are lower here than USA.

So im trying to keep costs as low as possible otherwise it will blow out to the point of I may as well go back to using an LS1 and a BIG turbo .. and im beginning to consider that as we speak but I like the low deck mopar wedge. A good genuine 750hp is attainable on pump gas at low rpm, and then what will it do if I then add a big turbo to it. The ls1 scene is cheap at first then you blow an engine and find you need to build one properly and then you have only an inferior 4.200" little bore to work with even after you spent $4k on a block, and all of the other parts cost as much

The seat looks plenty chunky to me? for an additional 25 thou a side of intake valve. Im no cylinder head expert, when I take it to the expert we shall see.

Thanks man, much appreciated. I'll be needing those if I don't decide to go the paired rockers.

The Edelbrock valves are only 2.20, so the 2.30 is .050 a side bigger than was "intended".
The 2.25 seems to fit with no issues though.
I'll see if I can determine how big the insert actually is on the heads I have here.

True but they did say with a 50 degree angle would put the flow over 400cfm, not sure why they didn't do it on my heads but if you take the heads to a good shop for a race valve job bet the numbers would be over 400 on intake and over 300 on exhaust. Or maybe cncport went conservative on their program where hughes was a bit more aggressive

If you use the correct retainers, locks, and correct the valvetrain geometry there will be plenty of room. I used Hughes 1.7:1 rockers with 2.025I/2.000E inch installed heights on 1.600" OD Isky RAD-9999 springs. Cam is a jones roller with about .740I/.714E net lift. After several dyno pulls the lash and sweep pattern still looks good. If you go that way hit me up and I can give you the recipe. You will definitely need to work wtih B3 on the geometry kit and the rest of your hardware can be sourced from McMaster-Carr and ARP.

I am also running TTI step headers in the car so hopefully that will help things along. Shortly we see how it does motivating the Charger!

50 and 55 degree seat angles tend to be fairly fragile and wear quickly. Also you're trading off against low lift flow. They tend to be used for specific applications. S/F....Ken M

Good to know, I was just going off what Jason from there told me, I was to have a final valve job put on once I'm at that point.

My mistake I was thinking of 2.25 valve, almost forgot they're only 2.20 to begin with.

Nice setup I will use a 2" installed height Isky spring also, i figure do it once and properly. I need to decide on the valve lengths and buy valves and get the heads finished. What length valves are you using?

This is why CC volume is kinda meaningless. Think CSA --CrossSectional Area. J.Rob

Don't think its a great idea. I'm holding a seat insert out of a Victor head in my hand , it measures 2.300" OD. This will put your entire top cut into the aluminum chamber itself. I also doubt the bowl size will support a 2.3" valve. I achieved best results with a 2.25" valve and a real thick margin after I cut my 2.3" valve down. J.Rob

I am using the stock length valves supplied by Edelbrock.

This is a funny topic to me because there is all of this banter about what can and can't be done with these heads. I took the time to fiure it out and nobody paid any mind lol. You olds guys are cliquey. See ya.

http://www.buyracingparts.com/blog/2015/12/09/tonys-512-low-deck-engine-on-e85/

I got my heads pretty cheap on a Summit sale. Sent them to Scott Brown for set up. Haven't used them yet. Scott has Modern set the heads up for him and uses 2.25" intake valve. The above link is to a build that made some HP on the dyno. Scott's engines typically turn the ET at the track that match the dyno so I don't doubt the dyno numbers.

This engine used the T&D paired rockers but I suspect Scott went with some big lift to get those dyno numbers.

It's not so much a question of what "can" or "can't" be done.
Some people want to be able to just bolt something together without having to reengineer the valvetrain. This can become even more true when someone is paying an engine shop to build the motor. Time spent figuring out how to make taller springs fit and relocating rocker gear takes time, which costs the customer extra $$$.

Until the Victor heads prove themselves to be superior in producing horsepower than something like an Indy 440-1, it just seems like extra time and effort without really any upside when the motor is done.

It's not that I don't like the Victor heads, I just feel that other heads can get you the same results for less time and effort.

I used some run of the mill parts with an ootb head and came up with 1.900 installed height.
Which combination of parts did you use to come up with 2.025?

I wasn't on here if when you had posted your experience with these heads. Thanks for the heads up on the valves, I thought so, I just wanted to be sure. I personally thought using +.100 retainers and +.050 or more locks without going to a longer valve would create a problem where the rocker arms get too close to the retainers.. but you've proven me wrong and have 2.000" installed height springs working well with the standard victor length valves.

Hey, I paid attention and appreciated your homework and report on installed height and retainers https://board.moparts.org/ubbthreads/ubbt...eight-saga.html